LNGC Golar Frost - IMO 9253284 - Machinery Operating Manual

HEAVY INDUSTRIES CO.
LTD
GOLAR FROST Machinery Operating Manual

MACHINERY OPERATING MANUAL 2.3 Lubricating Oil Systems 2.12 Exhaust Gas Systems
2.3.1 Main Turbine Lubricating Oil System 2.12.1 Boilers, Generator and Incinerator Exhaust Gas System
LIST OF CONTENTS: 2.3.2 Stern Tube Lubricating Oil System 2.12.2 Boiler Sealing Air System
ISSUE AND UPDATE 2.3.3 Lubricating Oil Purifying System 2.12.3 Nitrogen Generator
MECHANICAL SYMBOLS AND COLOUR SCHEME 2.3.4 Lubricating Oil Filling and Transfer System
ELECTRICAL AND INSTRUMENTATION SYMBOLS 2.13 Steering Gear
DISTRIBUTED CONTROL SYSTEM OPERATION GUIDE 2.4 Fuel Oil and Fuel Gas Service Systems
HEAT BALANCE AND FLOW DIAGRAMS
2.4.1 Fuel Oil Bunkering and Transfer System
INTRODUCTION 2.14 Electrical Power Generators
2.4.2 Boiler Fuel Oil and Fuel Gas System
2.4.3 Generator Engine Fuel Oil System 2.14.1 Turbine Generators
Part 1: Machinery Commissioning Operational Overview 2.4.4 Incinerator Waste Oil System 2.14.2 Diesel Generator
2.14.3 Emergency Diesel Generator
1.1 To Bring Vessel into Live Condition 2.5 Sea Water Systems
1.2 To Prepare Main Plant for Operation (Raising Steam) 2.15 Electrical Power Distribution
1.3 To Prepare Main Plant for Manoeuvring from In Port Condition 2.5.1 Main Sea Water Circulating System
1.4 To Change Main Plant from Manoeuvring to Full Away 2.5.2 Auxiliary Sea Water Cooling System (Including Fresh 2.15.1 Electrical Equipment
1.5 To Change Main Plant from Full Away to Manoeuvring Condition Water Generators) 2.15.2 Main Switchboard and Generator Operation
1.6 To Secure Plant at Finished with Engines 2.15.3 Electrical Distribution
1.7 To Secure Plant for Dry Dock 2.15.4 Shore Power
2.6 Bilge Systems
2.15.5 Main Alternators
2.6.1 Engine Room Bilge System 2.15.6 Emergency Alternator
Part 2: Ship’s Systems 2.6.2 Forward Bilge System 2.15.7 Preferential Tripping and Sequential Restarting
2.15.8 Uninterruptible Power Supplies (UPS) and Battery Systems
2.0 Location Plans and Tank Capacity Tables 2.15.9 Cathodic Protection System
2.7 Engine Room Ballast System
2.16 Accommodation Systems

2.1 Steam Systems 2.8 Fresh Water Systems
2.16.1 Domestic Refrigeration System
2.1.1 Main Steam System 2.8.1 Central Fresh Water Cooling System 2.16.2 Accommodation Air Conditioning Plant
2.1.2 Bleed Steam System 2.8.2 Cargo Machinery Fresh Water Cooling System 2 16.3 Auxiliary Air Conditioning Plant
2.1.3 Dump Steam Control System 2.8.3 Domestic Fresh Water System 2.16.4 Engine Control Room and Main Switchboard Room Air
2.1.4 10 Bar Steam System 2.8.4 Purifier Operating Water System Conditioning Units
2.1.5 6 Bar Steam System 2 16.5 Workshop and Boiler Water Test Room Air Conditioning
2.1.6 Steam Drain and Deoiler System Units
2.9 Compressed Air Systems
2.1.7 Turbine Exhaust Steam System 2 16.6 Incinerator and Garbage Disposal
2.1.8 Clean Steam Drains System 2.9.1 Control Air System
2.1.9 Safety Valves and Exhaust Steam System 2.9.2 Working Air System
2.9.3 Starting Air System Illustrations
2.2 Condensate and Feed Water Systems 2.0a Location Plan of Engine Room - Floor Level
2.10 Inert Gas Generator 2.0b Location Plan of Engine Room - 4th Deck Level
2.2.1 Main and Auxiliary Condensate Systems 2.0c Location Plan of Engine Room - 3rd Deck and Steering
2.2.2 Distilled Water System Gear Room Level
2.2.3 Boiler Feed Water System 2.11 Soiled and Waste Water and Deck Scupper System 2.0d Location Plan of Engine Room - 2nd Deck Level
2.2.4 Boiler Water Blowdown, Sampling and Treatment System 2.0e Location Plan of Engine Room - Upper Deck Level
2.0f Tank Capacity Tables 1
2.0g Tank Capacity Tables 2
2.1.1a Main Steam System
2.1.1b Desuperheated Steam System
2.1.2a Bleed Steam System
2.1.3a Sootblowing and Dump Steam System
Issue: 1 Front Matter - Page 1 of 18

HEAVY INDUSTRIES CO.LTD

2.1.4a 10 Bar Steam System 2.15.3b Main 440V Switchboards: Group Starters Illustrations
2.1.5a 6 Bar Steam System 2.15.3c Main 220V Distribution 3.1.1a Distributed Control System Overview
2.1.6a Steam Drain and Deoiler System 2.15.3d Cargo 6,600V and 440V Distribution 3.1.1b DCS Uninterruptible Power Supply Distribution
2.1.7a Turbine Exhaust Steam System 2.15.3e Emergency 440V and 220V Distribution 3.1.2a DCS Human Interface Station Keyboard
2.1.8a Clean Steam Drains System 2.15.4a Shore Power 3.1.2b Human Interface Command Station Keyboard Keys
2.1.9a Safety Valves and Exhaust Steam System 2.15.5a Main Alternators 3.1.2c Human Interface Command Station Keyboard Keys
2.2.1a Main Condensate System 2.15.6a Emergency Alternator 3.1.3a DCS Screen Display
2.2.1b Auxiliary Condensate System 2.15.7a Preferential Tripping 3.1.3b Machinery Screen Display Hierarchy
2.2.2a Distilled Water System 2.15.7b Sequential Restart ‘A’ Pumps 3.1.4a DCS Faceplate Window: Motor and Valve Control
2.2.3a Boiler Feed Water System 2.15.7c Sequential Restart ‘B’ Pumps 3.1.4b Faceplate Windows: PID Controller
2.2.4a Boiler Water Blowdown, Sampling and Treatment System 2.15.8a Emergency Battery Charging and 24V Distribution 3.1.4c Trending Diagram
2.3.1a Main Turbine Lubricating Oil System 2.15.9a Cathodic Protection System 3.1.5a UMS Watch Call System
2.3.2a Stern Tube Lubricating Oil System 2.16.1a Domestic Refrigeration System 3.1.5b Wheelhouse Responsibilities Graphic
2.3.3a Lubricating Oil Purifying System 2.16.2a Accommodation Air Conditioning Plant 3.2.1a Engine Control Room
2.3.4a Lubricating Oil Filling and Transfer System 2 16.3a Auxiliary Air Conditioning Plant 3.2.1b Engine Control Room Console
2.4a Fuel Oil Viscosity - Temperature Graph 2.16.4a Engine Control Room and Main Switchboard Room Air 3.3.1a Main Boilers
2.4.1a Fuel Oil Bunkering and Transfer System - Engine Room Conditioning Units 3.3.2a Atomising and Purge Steam System
2.4.1b Fuel Oil Bunkering and Transfer System - Deck 2.16.6a Incinerator System 3.4.1a Main Turbines
2.4.2a Boiler Fuel Oil and Fuel Gas System 3.4.2a Main Turbines Control System
2.4.3a Generator Engine Fuel Oil System 3.5a Bow Thruster Control System
2.4.4a Incinerator Waste Oil System Part 3: Main Machinery and Control
2.5.1a Main Sea Water Circulating System
2.5.2a Auxiliary Sea Water Cooling System 3.1 Distributed Control System (DCS) Part 4: Emergency Procedures
2.6.1a Engine Room Bilge System
3.1.1 Distributed Control System Overview
2.6.2a Forward Bilge System
3.1.2 Operator Stations 4.1 Flooding in the Engine Room
2.7a Ballast System
3.1.3 Screen Displays, Alarms and Monitoring
2.8.1a Central Fresh Water Cooling System (1)
3.1.4 Control and Operation of Equipment
2.8.1b Central Fresh Water Cooling System (2) 4.2 Steaming on One Boiler
3.1.5 UMS Watch Call System and Alarms
2.8.2a Cargo Machinery Fresh Water Cooling System
2.8.3a Domestic Fresh Water System
2.8.3b Fresh Water Generator (Condensate Cooled) 3.2 Centralised Control Room, Console and Panels 4.3 Emergency Operation of the Main Turbines (Solo Running of
2.8.4a Purifier Operating Water System 3.2.1 Engine Control Room High Pressure or Low Pressure Turbine)
2.9.1a Control Air System
2.9.1b Cargo Machinery Room Control Air System
2.9.2a Working Air System 3.3 Main Boilers 4.4 Steaming with One Forced Draught Fan (Port or Starboard)
2.9.3a Starting Air System 3.3.1 Main Boilers Description Out of Use
2.10a Inert Gas Generator System 3.3.2 Boiler Control Systems
2.10b Inert Gas Cooling System 3.3.3 Boiler Operating Procedures
2.11a Soiled and Waste Water and Deck Scupper System 3.3.4 Sootblowers 4.5 Emergency Steering
2.12.1a Boilers, Generator and Incinerator Exhaust Gas System
2.12.2a Boiler Sealing Air System
2.12.3a Nitrogen Generator 3.4 Main Turbines 4.6 Emergency Boiler Operation from Boiler Local Panel
2.13a Steering Gear Fluid Flow 3.4.1 Main Turbines and Ancillaries
2.14.1a Turbine Generators - Schematic 3.4.2 Main Turbines Control System
2.14.3a Emergency Diesel Generator - Schematic 4.7 Fire in the Engine Room
2.15.1a Main Electrical Network
3.5 Bow Thruster
2.15.2a Switchboard Generator Control Panels
4.8 Fire Control Station
2.15.2b Generator Control/Power Management System Module
2.15.2c Switchboard Control
2.15.3a Main 440V Distribution


4.9 Dead Ship Starting with the Main Diesel Generator Out of 5.12 Water Spray System 5.7b Lifesaving Equipment - A and B Accommodation Decks
Service 5.7c Lifesaving Equipment - C and D Accommodation Decks
5.7d Lifesaving Equipment - E and F Accommodation Decks
5.13 Dry Powder Fire Extinguishing System 5.7e Lifesaving Equipment - G Accommodation Deck and
Illustrations Navigation Bridge Deck
4.3a Emergency Operation of the Main Turbines 5.7f Lifesaving Equipment - Engine Room 2nd Deck
5.14 Oil Mist Detection System 5.7g Lifesaving Equipment - Engine Room 3rd Deck and
4.4a Operation of the Forced Draught Fan Crossover Flaps
4.6a Boiler Local Panel Steering Gear Room
4.8a Fire Control Station 5.7h Lifesaving Equipment - Engine Room Floor and 4th Deck
Illustrations
4.9a Dead Ship Starting Sequence with the Main Diesel 5.7i Lifesaving Equipment - Upper Deck
Generator Out of Service 5.1a Fire and Wash Deck System 5.8a Emergency Escape from Engine Room
4.9b Electrical Load for Dead Ship Starting 5.1b Engine Room Fire Main System 5.9a High Expansion Foam Fire Extinguishing System
5.2a CO2 Flooding System 5.12a Water Spray System
5.3a Quick-Closing Valves and Fire Dampers System 5.13a Dry Powder Fire Extinguishing System
Part 5: Fire Fighting Systems 5.4a Fire Detection Panel 5.13b Dry Powder Release Cabinet
5.4b Fire Detectors and Alarms - A and B Accommodation 5.14a Oil Mist Detection System
5.1 Fire and Wash Deck System Decks
5.4c Fire Detectors and Alarms - C and D Accommodation
Decks
5.2 CO2 Flooding System 5.4d Fire Detectors and Alarms - E and F Accommodation
Decks
5.4e Fire Detectors and Alarms - G Accommodation and
5.3 Quick-Closing Valves and Fire Dampers System Navigation Bridge Decks
5.4f Fire Detectors and Alarms - Bow Thruster Room and
Bosun’s Store
5.4 Fire Detection System 5.4g Fire Detectors and Alarms - Engine Room Floor and 4th
Deck
5.4h Fire Detectors and Alarms - Engine Room 3rd Deck and
5.5 Fixed Gas Detection System Steering Gear Room
5.4i Fire Detectors and Alarms - Engine Room 2nd Deck
5.4j Fire Detectors and Alarms - Upper Deck
5.6 Fire Fighting Equipment (Illustrations Only) 5.4k Fire Detectors and Alarms - Cargo Machinery Room
5.5a Fixed Gas Detection System
5.5b Portable Gas Detectors
5.7 Lifesaving Equipment (Illustrations Only)
5.6a Fire Fighting Equipment - A and B Accommodation Decks
5.6b Fire Fighting Equipment - C and D Accommodation
5.8 Emergency Escape from Engine Room Decks
5.6c Fire Fighting Equipment - E and F Accommodation Decks
5.6d Fire Fighting Equipment - G Accommodation, Navigation
5.9 High Expansion Foam Fire Extinguishing System Bridge and Compass Decks
5.6e Fire Fighting Equipment - Bow Thruster Room and
Bosun's Store
5.10 First Aid Fresh Water System 5.6f Fire Fighting Equipment - Engine Room Floor and 4th
Deck
5.6g Fire Fighting Equipment - Engine Room 3rd Deck and
5.11 Personnel Protection Equipment Steering Gear Room
5.6h Fire Fighting Equipment - Engine Room 2nd Deck
5.6i Fire Fighting Equipment - Main Deck
5.6j Fire Fighting Equipment - Upper Deck
5.7a Lifesaving Equipment - Main Deck


ISSUE AND UPDATES This manual was produced by:
This manual is provided with a system of issue and update control. Controlling WORLDWIDE MARINE TECHNOLOGY LTD.
documents ensure that:
For any new issue or update contact:
• Documents conform to a standard format;
The Technical Director
• Amendments are carried out by relevant personnel; WMT Technical Office
The Court House
• Each document or update to a document is approved before 15 Glynne Way
issue; Hawarden
Deeside, Flintshire
• A history of updates is maintained; CH5 3NS, UK
• Updates are issued to all registered holders of documents; E-Mail: manuals@wmtmarine.com
• Sections are removed from circulation when obsolete.
Document control is achieved by the use of the footer provided on every page
and the issue and update table below.
In the right hand corner of each footer are details of the pages section number
and title followed by the page number of the section. In the left hand corner
of each footer is the issue number.
Details of each section are given in the first column of the issue and update
control table. The table thus forms a matrix into which the dates of issue of the
original document and any subsequent updated sections are located.
The information and guidance contained herein is produced for the assistance
of certificated officers who, by virtue of such certification, are deemed
competent to operate the vessel to which such information and guidance
refers. Any conflict arising between the information and guidance provided
herein and the professional judgement of such competent officers must be
immediately resolved by reference to Golar Technical Operations Office.


Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
Issue and Updates Nov. 2004 2.8.1 Central Fresh Water Cooling System Nov. 2004 2.1.4a 10 Bar Steam System Nov. 2004
Mechanical Symbols and Colour Scheme Nov. 2004 2.8.2 Cargo Machinery Fresh Water Cooling System Nov. 2004 2.1.5a 6 Bar Steam System Nov. 2004
Electrical and Instrumentation Symbols Nov. 2004 2.8.3 Domestic Fresh Water System Nov. 2004 2.1.6a Steam Drain and Deoiler System Nov. 2004
Distributed Control System Operation Guide Nov. 2004 2.8.4 Purifier Operating Water System Nov. 2004 2.1.7a Turbine Exhaust Steam System Nov. 2004
Heat Balance and Flow Diagrams Nov. 2004 2.9 Compressed Air Systems Nov. 2004 2.1.8a Clean Steam Drains System Nov. 2004
Introduction Nov. 2004 2.9.1 Control Air System Nov. 2004 2.1.9a Safety Valves and Exhaust Steam System Nov. 2004
1.1 To Bring Vessel into Live Condition Nov. 2004 2.9.2 Working Air System Nov. 2004 2.2.1a Main Condensate System Nov. 2004
1.2 To Prepare Main Plant for Operation (Raising Steam) Nov. 2004 2.9.3 Starting Air System Nov. 2004 2.2.1b Auxiliary Condensate System Nov. 2004
To Prepare Main Plant for Manoeuvring from In Port 2.10 Inert Gas Generator Nov. 2004 2.2.2a Distilled Water System Nov. 2004
1.3 Nov. 2004
Condition
2.11 Soiled and Waste Water and Deck Scupper System Nov. 2004 2.2.3a Boiler Feed Water System Nov. 2004
1.4 To Change Main Plant from Manoeuvring to Full Away Nov. 2004
2.12 Exhaust Gas Systems Nov. 2004 Boiler Water Blowdown, Sampling and Treatment
2.2.4a Nov. 2004
To Change Main Plant from Full Away to Manoeuvring System
1.5 Nov. 2004 2.12.1 Boilers, Generator and Incinerator Exhaust Gas System Nov. 2004
Condition
2.3.1a Main Turbine Lubricating Oil System Nov. 2004
2.12.2 Boiler Sealing Air System Nov. 2004
1.6 To Secure Plant at Finished with Engines Nov. 2004
2.3.2a Stern Tube Lubricating Oil System Nov. 2004
2.12.3 Nitrogen Generator Nov. 2004
1.7 To Secure Plant for Dry Dock Nov. 2004
2.3.3a Lubricating Oil Purifying System Nov. 2004
2.13 Steering Gear Nov. 2004
Text
2.3.4a Lubricating Oil Filling and Transfer System Nov. 2004
2.14 Electrical Power Generators Nov. 2004
2.0 Location Plans and Tank Capacity Tables Nov. 2004
2.4a Fuel Oil Viscosity - Temperature Graph Nov. 2004
2.14.1 Turbine Generators Nov. 2004
2.1 Steam Systems Nov. 2004
Fuel Oil Bunkering and Transfer System - Engine
2.14.2 Diesel Generator Nov. 2004 2.4.1a Nov. 2004
2.1.1 Main Steam System Nov. 2004 Room
2.14.3 Emergency Diesel Generator Nov. 2004
2.1.2 Bleed Steam System Nov. 2004 2.4.1b Fuel Oil Bunkering and Transfer System - Deck Nov. 2004
2.15 Electrical Power Distribution Nov. 2004
2.1.3 Dump Steam Control System Nov. 2004 2.4.2a Boiler Fuel Oil and Fuel Gas System Nov. 2004
2.15.1 Electrical Equipment Nov. 2004
2.1.4 10 Bar Steam System Nov. 2004 2.4.3a Generator Engine Fuel Oil System Nov. 2004
2.15.2 Main Switchboard and Generator Operation Nov. 2004
2.1.5 6 Bar Steam System Nov. 2004 2.4.4a Incinerator Waste Oil System Nov. 2004
2.15.3 Electrical Distribution Nov. 2004
2.1.6 Steam Drain and Deoiler System Nov. 2004 2.5.1a Main Sea Water Circulating System Nov. 2004
2.15.4 Shore Power Nov. 2004
2.1.7 Turbine Exhaust Steam System Nov. 2004 2.5.2a Auxiliary Sea Water Cooling System Nov. 2004
2.15.5 Main Alternators Nov. 2004
2.1.8 Clean Steam Drains System Nov. 2004 2.6.1a Engine Room Bilge System Nov. 2004
2.15.6 Emergency Alternator Nov. 2004
2.1.9 Safety Valves and Exhaust Steam System Nov. 2004 2.6.2a Forward Bilge System Nov. 2004
2.15.7 Preferential Tripping and Sequential Restarting Nov. 2004
2.2 Condensate and Feed Water Systems Nov. 2004 2.7a Ballast System Nov. 2004
Uninterruptible Power Supplies (UPS) and Battery
2.2.1 Main and Auxiliary Condensate Systems Nov. 2004 2.15.8 Nov. 2004 2.8.1a Central Fresh Water Cooling System (1) Nov. 2004
Systems
2.2.2 Distilled Water System Nov. 2004 2.8.1b Central Fresh Water Cooling System (2) Nov. 2004
2.15.9 Cathodic Protection System Nov. 2004
2.2.3 Boiler Feed Water System Nov. 2004 2.8.2a Cargo Machinery Fresh Water Cooling System Nov. 2004
2.16 Accommodation Systems Nov. 2004
Boiler Water Blowdown, Sampling and Treatment 2.8.3a Domestic Fresh Water System Nov. 2004
2.2.4 Nov. 2004 2.16.1 Domestic Refrigeration System Nov. 2004
System
2.8.3b Fresh Water Generator (Condensate Cooled) Nov. 2004
2.16.2 Accommodation Air Conditioning Plant Nov. 2004
2.3 Lubricating Oil Systems Nov. 2004
2.8.4a Purifier Operating Water System Nov. 2004
2 16.3 Auxiliary Air Conditioning Plant Nov. 2004
2.3.1 Main Turbine Lubricating Oil System Nov. 2004
2.9.1a Control Air System Nov. 2004
Engine Control Room and Main Switchboard Room Air
2.3.2 Stern Tube Lubricating Oil System Nov. 2004 2.16.4 Nov. 2004
Conditioning Units 2.9.1b Cargo Machinery Room Control Air System Nov. 2004
2.3.3 Lubricating Oil Purifying System Nov. 2004
Workshop and Boiler Water Test Room Air Conditioning 2.9.2a Working Air System Nov. 2004
2 16.5 Nov. 2004
2.3.4 Lubricating Oil Filling and Transfer System Nov. 2004 Units
2.9.3a Starting Air System Nov. 2004
2.4 Fuel Oil and Fuel Gas Service Systems Nov. 2004 2 16.6 Incinerator and Garbage Disposal Nov. 2004
2.10a Inert Gas Generator System Nov. 2004
2.4.1 Fuel Oil Bunkering and Transfer System Nov. 2004 Illustrations
2.10b Inert Gas Cooling System Nov. 2004
2.4.2 Boiler Fuel Oil and Fuel Gas System Nov. 2004 2.0a Location Plan of Engine Room - Floor Level Nov. 2004
2.11a Soiled and Waste Water and Deck Scupper System Nov. 2004
2.4.3 Generator Engine Fuel Oil System Nov. 2004 2.0b Location Plan of Engine Room - 4th Deck Level Nov. 2004
2.12.1a Boilers, Generator and Incinerator Exhaust Gas System Nov. 2004
2.4.4 Incinerator Waste Oil System Nov. 2004 Location Plan of Engine Room - 3rd Deck and Steering
2.0c Nov. 2004 2.12.2a Boiler Sealing Air System Nov. 2004
Gear Room Level
2.5 Sea Water Systems Nov. 2004
2.12.3a Nitrogen Generator Nov. 2004
2.0d Location Plan of Engine Room - 2nd Deck Level Nov. 2004
2.5.1 Main Sea Water Circulating System Nov. 2004
2.13a Steering Gear Fluid Flow Nov. 2004
2.0e Location Plan of Engine Room - Upper Deck Level Nov. 2004
Auxiliary Sea Water Cooling System (Including Fresh
2.5.2 Nov. 2004 2.14.1a Turbine Generators - Schematic Nov. 2004
Water Generators) 2.0f Tank Capacity Tables 1 Nov. 2004
2.14.3a Emergency Diesel Generator - Schematic Nov. 2004
2.6 Bilge Systems Nov. 2004 2.0g Tank Capacity Tables 2 Nov. 2004
2.15.1a Main Electrical Network Nov. 2004
2.6.1 Engine Room Bilge System Nov. 2004 2.1.1a Main Steam System Nov. 2004
2.15.2a Switchboard Generator Control Panels Nov. 2004
2.6.2 Forward Bilge System Nov. 2004 2.1.1b Desuperheated Steam System Nov. 2004
2.15.2b Generator Control/Power Management System Module Nov. 2004
2.7 Engine Room Ballast System Nov. 2004 2.1.2a Bleed Steam System Nov. 2004
2.15.2c Switchboard Control Nov. 2004
2.8 Fresh Water Systems Nov. 2004 2.1.3a Sootblowing and Dump Steam System Nov. 2004


Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
2.15.3a Main 440V Distribution Nov. 2004 3.2.1b Engine Control Room Console Nov. 2004 Fire Detectors and Alarms - E and F Accommodation
5.4d Nov. 2004
Decks
2.15.3b Main 440V Switchboards: Group Starters Nov. 2004 3.3.1a Main Boilers Nov. 2004
Fire Detectors and Alarms - G Accommodation and
2.15.3c Main 220V Distribution Nov. 2004 3.3.2a Atomising and Purge Steam System Nov. 2004 5.4e Nov. 2004
Navigation Bridge Decks
2.15.3d Cargo 6,600V and 440V Distribution Nov. 2004 3.4.1a Main Turbines Nov. 2004
Fire Detectors and Alarms - Bow Thruster Room and
5.4f Nov. 2004
2.15.3e Emergency 440V and 220V Distribution Nov. 2004 3.4.2a Main Turbines Control System Nov. 2004 Bosun’s Store
2.15.4a Shore Power Nov. 2004 3.5a Bow Thruster Control System Nov. 2004 Fire Detectors and Alarms - Engine Room Floor and
5.4g Nov. 2004
4th Deck
2.15.5a Main Alternators Nov. 2004 Text
Fire Detectors and Alarms - Engine Room 3rd Deck and
2.15.6a Emergency Alternator Nov. 2004 4.1 Flooding in the Engine Room Nov. 2004 5.4h Nov. 2004
Steering Gear Room
2.15.7a Preferential Tripping Nov. 2004 4.2 Steaming on One Boiler Nov. 2004
5.4i Fire Detectors and Alarms - Engine Room 2nd Deck Nov. 2004
2.15.7b Sequential Restart ‘A’ Pumps Nov. 2004 Emergency Operation of the Main Turbines (Solo
4.3 Nov. 2004 5.4j Fire Detectors and Alarms - Upper Deck Nov. 2004
Running of High Pressure or Low Pressure Turbine)
2.15.7b Sequential Restart ‘B’ Pumps Nov. 2004 5.4k Fire Detectors and Alarms - Cargo Machinery Room Nov. 2004
Steaming with One Forced Draught Fan (Port or
2.15.8a Emergency Battery Charging and 24V Distribution Nov. 2004 4.4 Nov. 2004
Starboard) Out of Use 5.5a Fixed Gas Detection System Nov. 2004
2.15.9a Cathodic Protection System Nov. 2004 5.5b Portable Gas Detectors Nov. 2004
4.5 Emergency Steering Nov. 2004
2.16.1a Domestic Refrigeration System Nov. 2004 Fire Fighting Equipment - A and B Accommodation
4.6 Emergency Boiler Operation from Boiler Local Panel Nov. 2004
5.6a Nov. 2004
2.16.2a Accommodation Air Conditioning Plant Nov. 2004 Decks
4.7 Fire in the Engine Room Nov. 2004
2 16.3a Auxiliary Air Conditioning Plant Nov. 2004 Fire Fighting Equipment - C and D Accommodation
4.8 Fire Control Station Nov. 2004 5.6b Nov. 2004
Decks
Engine Control Room and Main Switchboard Room Air
2.16.4a Nov. 2004 Dead Ship Starting with the Main Diesel Generator Out
Conditioning Units 4.9 Nov. 2004 Fire Fighting Equipment - E and F Accommodation
of Service 5.6c Nov. 2004
Decks
2.16.6a Incinerator System Nov. 2004
Illustrations Fire Fighting Equipment - G Accommodation,
Text 5.6d Nov. 2004
4.3a Emergency Operation of the Main Turbines Nov. 2004 Navigation Bridge and Compass Decks
3.1 Distributed Control System (DCS) Nov. 2004 Fire Fighting Equipment - Bow Thruster Room and
4.4a Operation of the Forced Draught Fan Crossover Flaps Nov. 2004 5.6e Nov. 2004
3.1.1 Distributed Control System Overview Nov. 2004 Bosun's Store
4.6a Boiler Local Panel Nov. 2004
3.1.2 Operator Stations Nov. 2004 Fire Fighting Equipment - Engine Room Floor and 4th
4.8a Fire Control Station Nov. 2004 5.6f Nov. 2004
Deck
3.1.3 Screen Displays, Alarms and Monitoring Nov. 2004
Dead Ship Starting Sequence with the Main Diesel Fire Fighting Equipment - Engine Room 3rd Deck and
4.9a Nov. 2004 5.6g Nov. 2004
3.1.4 Control and Operation of Equipment Nov. 2004 Generator Out of Service Steering Gear Room
3.1.5 UMS Watch Call System and Alarms Nov. 2004 4.9b Electrical Load for Dead Ship Starting Nov. 2004 5.6h Fire Fighting Equipment - Engine Room 2nd Deck Nov. 2004
3.2 Centralised Control Room, Console and Panels Nov. 2004 Text 5.6i Fire Fighting Equipment - Main Deck Nov. 2004
3.2.1 Engine Control Room Nov. 2004 5.1 Fire and Wash Deck System Nov. 2004 5.6j Fire Fighting Equipment - Upper Deck Nov. 2004
3.3 Main Boilers Nov. 2004 5.2 CO2 Flooding System Nov. 2004 5.7a Lifesaving Equipment - Main Deck Nov. 2004
3.3.1 Main Boilers Description Nov. 2004 5.3 Quick-Closing Valves and Fire Dampers System Nov. 2004 Lifesaving Equipment - A and B Accommodation
5.7b Nov. 2004
3.3.2 Boiler Control Systems Nov. 2004 5.4 Fire Detection System Nov. 2004 Decks
3.3.3 Boiler Operating Procedures Nov. 2004 5.5 Fixed Gas Detection System Nov. 2004 Lifesaving Equipment - C and D Accommodation
5.7c Nov. 2004
Decks
3.3.4 Sootblowers Nov. 2004 5.6 Fire Fighting Equipment (Illustrations Only) Nov. 2004
Lifesaving Equipment - E and F Accommodation
3.4 Main Turbines Nov. 2004 5.7 Lifesaving Equipment (Illustrations Only) Nov. 2004 5.7d Nov. 2004
Decks
3.4.1 Main Turbines and Ancillaries Nov. 2004 5.8 Emergency Escape from Engine Room Nov. 2004 Lifesaving Equipment - G Accommodation Deck and
5.7e Nov. 2004
3.4.2 Main Turbines Control System Nov. 2004 5.9 High Expansion Foam Fire Extinguishing System Nov. 2004 Navigation Bridge Deck
3.5 Bow Thruster Nov. 2004 5.10 First Aid Fresh Water System Nov. 2004 5.7f Lifesaving Equipment - Engine Room 2nd Deck Nov. 2004
Illustrations 5.11 Personnel Protection Equipment Nov. 2004 Lifesaving Equipment - Engine Room 3rd Deck and
5.7g Nov. 2004
Steering Gear Room
3.1.1a Distributed Control System Overview Nov. 2004 5.12 Water Spray System Nov. 2004
Lifesaving Equipment - Engine Room Floor and 4th
3.1.1b DCS Uninterruptible Power Supply Distribution Nov. 2004 5.13 Dry Powder Fire Extinguishing System Nov. 2004 5.7h Nov. 2004
Deck
3.1.2a DCS Human Interface Station Keyboard Nov. 2004 5.14 Oil Mist Detection System Nov. 2004 5.7i Lifesaving Equipment - Upper Deck Nov. 2004
3.1.2b Human Interface Command Station Keyboard Keys Nov. 2004 Illustrations 5.8a Emergency Escape from Engine Room Nov. 2004
3.1.2c Human Interface Command Station Keyboard Keys Nov. 2004 5.1a Fire and Wash Deck System Nov. 2004 5.9a High Expansion Foam Fire Extinguishing System Nov. 2004
3.1.3a DCS Screen Display Nov. 2004 5.1b Engine Room Fire Main System Nov. 2004 5.12a Water Spray System Nov. 2004
3.1.3b Machinery Screen Display Hierarchy Nov. 2004 5.2a CO2 Flooding System Nov. 2004 5.13a Dry Powder Fire Extinguishing System Nov. 2004
3.1.4a DCS Faceplate Window: Motor and Valve Control Nov. 2004 5.3a Quick-Closing Valves and Fire Dampers System Nov. 2004 5.13b Dry Powder Release Cabinet Nov. 2004
3.1.4b Faceplate Windows: PID Controller Nov. 2004 5.4a Fire Detection Panel Nov. 2004 5.14a Oil Mist Detection System Nov. 2004
3.1.4c Trending Diagram Nov. 2004 Fire Detectors and Alarms - A and B Accommodation
5.4b Nov. 2004
Decks
3.1.5a UMS Watch Call System Nov. 2004
Fire Detectors and Alarms - C and D Accommodation
3.1.5b Wheelhouse Responsibilities Graphic Nov. 2004 5.4c Nov. 2004
Decks
3.2.1a Engine Control Room Nov. 2004


Mechanical Symbols Colour Scheme
Diaphragm Operated
Stop Valve (Open / Shut) Simplex Strainer Air Horn Methane Liquid/Cold Vapour
Diaphragm Operated With Duplex Strainer With Methane Vapour/Warm Vapour

Gate Valve HB Fire Hose Box
Positioner Control Changeover Cock
Spray Line
Cylinder Operated With
Butterfly Valve Positioner Control Y-Type Strainer FB Foam Box
Superheated Steam
Screw Down Non-Return W Wax Expansion Type Steam Trap With Strainer
Control Valve Accumulator
Valve and Drain Cock Desuperheated Steam
Lift Check Non-Return M Electric Motor Driven Sounding Head With Not Connected Exhaust Steam
Valve Filling Cap Crossing Pipe
Condensate/HP Feed Water

Swing Check Valve A Air Motor Driven Hopper Without Cover Connected Crossing Pipe
Fresh Water/Distilled Water

Hose Valve S Solenoid Actuator Branch Pipe
Air Vent Pipe
Sea Water/Electrical Distribution 440V or Lower
3-Way Valve Sounding Head With

Cylinder Piston Actuator Blind (Blank) Flange Inert Gas/LT Cooling Water
Self-Closing Sampling Cock
Flow Meter Spectacle Flange Nitrogen

Regulating Valve Spring
( Open Shut)
Air
Needle Valve / 'V' Port Valve Weight Observation Glass Orifice
Heavy Fuel Oil
Self-Closing Valve Float Deck Stand (Manual) Spool Piece

Marine Diesel Oil
Emergency Shut-off Valve Centrifugal Pump Deck Stand (Hydraulic) Overboard Discharge Lubricating Oil
Emergency Shut-Off Valve Rotary (Gear, Screw, M Bilges

Manometer Electric Motor Driven Valve
(Air or Hydraulic Oil Operated) Mono) Type Pump
Hydraulic Oil
Safety / Relief Valve Hand Pump Filter Regulating Valve
With Strainer Cylinder Piston Actuated Valve
Electrical Distribution 3.3kV
P1 P2
Pressure Reducing Valve Eductor (Ejector) Pneumatic Diaphragm
Suction Bellmouth Fire/Deck Water/CO2
Actuator
2-Way Cock Discharge/Drain Water Line Desuperheater Refrigerant Gas
Refrigerant Liquid
3-Way Cock Float Type Air Vent
Rose Box
(L-Type/T-Type) (With Flame Screen)
Electrical Signal
Hand Operated (Locked Open)
Mud Box Flexible Hose Joint
Hand Operated (Locked Shut) Instrumentation


Electrical and Instrumentation Symbols
CP Capacitance VI Vacuum Indication
Power supply unit SIG Pushbutton
Starter (direct on line) Whistle relay box CI Compound Indication VX Vacuum Transmitter
R B (start/stop/running)
CO2 CO2 Meter VR Viscosity Indication
GSP O2 O2 Meter VC Viscosity Controller
Local group Group junction box xx Emergency stop DP Differential Pressure VAH Viscosity Alarm (High)
LD Liquid sensor GJB/XX
starter panel (xx = location) pushbutton box
DPS Differential Pressure Switch VAL Viscosity Alarm (Low)
DPX Differential Pressure Transmitter
C Control panel ZBK Zener barrier box Resistor DPI Differential Pressure Indicator
P DIS Displacer Function is Locally
XXX
EM Electromagnetic Flow Meter Available
PD FA Flow Alarm
440V dist. board LM Limit switch Variable resistor
FC Flow Controller XXX Functions are Available
FX Flow Transmitter XXXX in Control Room
LD S FI Flow Indication
230V power dist. board Solenoid valve BL Bell
FS Flow Switch
FCO Flow Counter XXX Functions are Available
XXXX on a local panel
LD FLG Float Type Level Gauge
Lighting dist. board Receptacle 110 Central meter
HY Hydrazine Detector/Meter
L
H2O Hydrometer H
LAH Level Alarm (High) XXX Letters outside the circle
Air circuit breaker J NWT joint box Rectifier equipment LAL Level Alarm (Low) XXXX of an instrument symbol
M L indicate whether high (H),
LC Level Controller
high-high (HH), low (L)
LCG Local Content Gauge
WT joint box or low-low (LL) function
M.C.C.B 1 phase J ( J ) 2 glands (4 glands) Making contact LI Level Indication is involved
Auxiliary LR Level Recorder O = Open
relay LS Level Switch/Limit Switch C = Closed
contact
HS Humidistat MS Micro Switch
M.C.C.B 3 phase Breaking
PAH Pressure Alarm (High)
PAL Pressure Alarm (Low)
PAHLI Pressure Alarm High/Low Indicator
Battery charger WT Water transducer Making contact
With time PX Pressure Transmitter
limit in PC Pressure Controller
closing PR Pressure Recorder
Battery Trip Automatic Trip Breaking PI Pressure Indication
PS Pressure Switch
PD Pressure Displacement Meter
Space heater
Overcurrent relay Making contact PH PH Detector/Meter
(element type) With time
RI RPM Indicator
limit in
opening RCO RPM Counter
DG Diesel generator Normally Open switch Breaking RX Revolution Transmitter
RC Revolution Controller
SA Salinity Alarm
EG Normally Closed switch Making contact SI Salinity Indication
Emergency generator
SX Salinity Transmitter
Flicker
relay SM Smoke Indication
SMX Smoke Transmitter
M AC induction motor 10A Fuse Breaking
TR Temperature Recorder
TC Temperature Control
TI Temperature Indication
GM Governor motor RL Indicator lamp Pushbutton switch
(alternative) TAH Temperature Alarm (High)
TAL Temperature Alarm (Low)
TAHLI Temperature Alarm High/Low Indicator
Earth D-D Relay coil Pushbutton switch
TS Temperature Switch
(alternative)
TH Turbine Meter
TM Torque Meter
Transformer BZ Buzzer Pushbutton (start/stop) VA Vacuum Alarm


Illustration DCS Human Interface Station Keyboard
MODE VOLUME
OFF
ON
ENG
TRACK BALL
/ MODULE
SHIP FEED MAIN FO & GAS WATER FO, DO & COMPRESSORS NITROGEN
STEAM BOILERS LO SYSTEMS CARGO BALLAST SAFETIES MISCELL
OVERVIEW SYSTEMS ENGINE SYSTEMS SYSTEMS & HEATERS & INERT GAS
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
WHEELHOUSE
ELECTRICAL ALTERNATORS MISCELL SAFETY
17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
SYSTEM COPY AUX HELP ?
_
+ ~
ESC 1 2 3 4 5 6 7 8 9 0 - = ' \` BS
{ }
TAB Q W E R T Y U I O P [ ] DEL
A S D F G H J K L : " RETURN ITEM

CAPS LOCK ; '
SHIFT Z X C V B N M < > ? RETURN

SHIFT NAME
, . /
CTRL ALT
SHIFT SPACE ALT CTRL EXT CL
YOKOGAWA


DISTRIBUTED CONTROL SYSTEM OPERATION GUIDE The rest of the keys in this block, STEAM, FEED SYSTEM, BOILERS, Display Facilities
ELECTRIC etc, take the user to the OVERVIEW page for that system eg. the At the bottom of the screen display are a row of soft key icons, which when
The following is a brief guide to using the Distributed Control System (DCS) STEAM key will take the user to page OV0002. The keyboard keys and their clicked on will take the user to the graphic or function screen described. The
from an Human Interface Station (HIS). The system is the normal first point of full functions are shown in section 3, illustrations 3.1.2b and 3.1.2c. soft keys change depending which graphic/function screen is being displayed
contact for the control and monitoring of the ship’s machinery. The system is at the time. All the screen mimics contained on the system are divided into
described in depth in section 3. Screen Layout systems groups the systems groups for the machinery section are as follows:
All graphic screen display pages have a similar layout with the standard screen • Steam
The HIS Keyboard layout shown in illustration DCS SCREEN DISPLAY. • Boilers
The HIS keyboard is greatly different from a normal computer keyboard as
shown in the DCS keyboard illustration above. Many of the keys have no In the top left corner of the screen are flashing indicators displaying system • Feed systems
labels or text, merely symbols. Some of the keys are not used in this system’s messages and the most recent alarms. • Main engine
configuration.
The date and time are displayed in the top right hand corner and beneath this is • FO and gas systems
At the top left of the keyboard there is a keyswitch, which has 3 positions: a number which identifies the page currently on display (mimic identification • Water systems
number). Using the FORWARD or BACK page keys (as previously described)
• The OFF position or with the key removed: The system will • FO, DO and LO systems
takes the user to the next page or the previous page in the system.
recognise the user as an operator or user without any authority
• Electrical
to change certain parameters in the system (alarm set points for
example). • Alternators
• The ON position: The user is recognised as having ‘level 1’ Beneath the mimic identification number is a ‘HIDE’ icon button. Clicking on • Miscellaneous
access authority. This access level allows the user to change this icon toggles the alarm points between visible and hidden (or invisible). • Safety
certain parameters such as PID controller settings.
• The ENG position: The user is recognised as having ‘level 2’ Operation Illustration 3.1.3b in section 3 shows the machinery screen display hierarchy.
access authority. This level provides complete access to update
Although any HIS operation can be achieved using the keyboard, once a user is
parameters and change the operating mode of the HIS (the Moving Between Screens
familiar with the normal operation of the ICS, operation will mainly be carried
operating modes are explained further on in the section).
out using the trackball device. The trackball manipulates a pointer around the Each of the graphic screen displays has a mimic identification number as
screen. This trackball has four buttons, but only the bottom left button is used. shown on the diagram. The numbers have no rank order, they are simply
There are two keys provided with the keyboard, one for level 1 access (labelled
The button’s operation is similar to the left hand button of a normal mouse, the order in which they were originally devised. Any graphic screen display
OP) and the other for level 2 (labelled with an X).
ie, to select or ‘carry out’. Any instruction references to clicking on an object number can be accessed by simply typing in the number, eg T30-402-01, and
refers to pressing this button. pressing the RETURN key.
At the rear of the keyboard is a volume control for the keyboard alarm which
sounds in conjunction with the engine room or CCR alarm. The speaker for
this alarm is located at the top right hand side of the keyboard.
As the trackball is moved, a green outline of a hand with a pointing finger RETURN
moves around the screen. This pointer is able to move between the 2 screens
of an HIS. Whenever the pointer moves across an item that has an operation or The TREE key is used to work backwards from a graphic screen through the
All keyboard functions on a dual monitor HIS station refer to the left hand
a viewable window, it will change to a solid green colour. The user then clicks hierarchy tree. When a graphic screen is displayed pressing this key will take
monitor under normal conditions.
and a FACEPLATE window is displayed in the bottom right hand corner of the user back to the system overview display. If the key is pressed again while
the screen. Items of machinery, valves, pumps, etc, are controlled from these the system overview screen is being displayed the SHIP OVERVIEW screen
Key Functions windows. will now be displayed. A further press of the key results in an audible and
The keyboard has two blocks of numbered programmable keys on the upper visual alarm indicating that this is an invalid keystroke.
half. The lower half consists of conventional letter keys and a block of special The pointer also indicates where there are shortcuts to other related screen
function keys. The programmable keys are labelled as to which overview displays. Grey text boxes with the name of an associated system appear on The user may also move around the screen displays by using the FORWARD
screen display they enable access to. some graphic screen displays, eg, STBD BOILER, as the pointer passes over PAGE and BACK PAGE keys which will take the user through the displays in
one of these boxes the pointer will turn to solid green. If the user now clicks numeric order.
The first programmable key is labelled SHIP OVERVIEW. The other keys in on this box it will take them to the associated graphic screen display, in this
this group also refer to other process systems on the DCS. case the starboard boiler.


Illustration DCS Screen Display
09.23.2004 8:59 AM Date and Time Display
T30-402-01 DIESEL ALT. Mimic Identification Number
Screen Mimic Title Bar GROUP 1 TREND 1 DIESEL GENERATOR HIDE
TRIP - JCW TEMP HIGH HIGH OIL MIST HIGH JWC PRE-HEAT UNIT FAILURE GENERATOR ST-BY FAIL AVERAGE EXHAUST 364 c
1TSHH4026
1XS5531
3XS4005 1XS4040 TEMPERATURE
OIL MIST DETECTOR FAILURE
TRIP - JCW TEMP HIGH HIGH 1XS5530 SAFETY STOP CIRCUIT FAIL GENERATOR START FAIL
Alarms Area
1PSLL4072 LUB OIL FILT. DIFF. PRESS. HIGH 1XS4014 1XS4041 T.C EXH GAS OUT TEMP
TRIP - ENGINE OVERSPEED 1DPSH4070
CONTROL POWER FAILURE GENERATOR PLC SYS ERROR 402 c 1TI4020
1SSH4002 PRE LUB OIL LEVEL LOW 1XS4015B 1XS4042
T.C EXH GAS IN TEMP
1LSL4070
TRIP - OIL MIST HIGH HIGH GENERATOR CYL LUB N-FLOW
1XSS531B
GENERATOR JET SYSTEM FAILURE 1/2HA4015
STAND BY FAILURE
1XS4043 444 c 1TI4019
1XS4028A
GENERATOR EM'CY STOP GENERATOR TACHO FAILURE GAS OIL LEAK
1XS4039 1LSH4061
1XS4028B
Shortcut Soft Key Icon to STARTING 1PI4041 23.1 bar

Related System Screen Mimic AIR 1TI4012 1TI4014 1TI4016 1TI4018
Emergency Shutdown
1TI4011 1TI4013 1TI4015 1TI4017 Shortcut Icon
GAS OIL 4.1 bar WINDING TEMPS 35 c 343 c 371 c 383 c 341 c 380 c 373 c 361 c 360 c SHUTDOWN
1PI4061 R S T
1TI4111/A/B/C 53 54 55 c
1TI4021 52 c AIR TEMP
ON LOAD DIESELGENERATOR
715 RPM
1SI4002
83 A CURRENT 66 c Related Temperature
87 c 1TI4025
1TI4030
751 kW LOAD Read Out
Bearing Temperature
Read Out
60 c FW OUTLET TEMP
1TI4031
0.79 PF POWER FACTOR 10219 RPM
1 2 3 4 5 6 7 8 1SI4001
WATER LEAKAGE
1LSH4025
TURNING GEAR
MOTOR
Shortcut Soft Key Icon to M
Supply System Screen Mimic CENTRAL F.W FW INLET PRESS 4.89 bar 1PI4025
(Central Fresh Water Cooling) COOLING 1K4050
LUBRICATION OIL CHARGE AIR CONTROL SELECT

Equipment Status PRIMING P/P PRESSURE 1.13 bar CYLINDERS PUMP PMS1 PMS2 SELECTED PMS2 REMOTE READY
1PI4071
1P4070 TEMPERATURE 62 c PRESSURE 0.47 bar RUNNING HOURS
Related Equipment 1TI4071 1PI4042 FULL AUTO NOT AVAILABLE START STOP 1551 h
Machine Status
(Lubricating Oil Priming Pump)
PPL71A
TEMPERATURE 33 c
1P4072
TEMPERATURE 62 c ACCUML. LOAD
AUTO 1TI4072 1TI4042 AUTO AUTO MANU 1417 KWh
Information/Status Window
NORMAL 1LSH4071 SUMP LEVEL HIGH
ENGINE ON LOAD START STOP
1LSL4071 SUMP LEVEL LOW ALARMS REPOSE 1XS4000K
Shortcut Soft Key Icon to No.2 TURBO No.2 TURBO DIESEL EMERGENCY NO.1 TURBO NO.1 TURBO
Related System Screen Mimic ALT.MONITOR ALT.SERVICE ALTERNATOR D/G ALT.MONITOR ALT.SERVICE
Related Equipment
(Cylinders Lubricating Oil Pump) Control Mode
Icon - Access to Control Faceplate


Graphic Screen Display Arrangements The state of a pump is indicated in the related graphic box. The state of the Valve Operation: Indication and Movement
Underneath the current date and time in the top right hand corner of the screen pump can be changed by calling up the faceplate. To put a pump into the
is the mimic identification number, T30-402-01 in the above illustration. The standby mode first select AUTO via the pump faceplate and then select AUTO The operator requests a valve in the closed position to be opened:
title of the graphic display screen is given in the title bar at the top of the via the pump standby facility faceplate.
screen in this case the ‘DIESEL GENERATOR’. The generator can be started a) Situation before opening, the green rectangle on the right of the
or stopped by using the ‘START/STOP’ access icon. Clicking on this icon Faceplate Windows soft key icons indicate the valve’s actual position, ie, the green
will display the control faceplate. Soft keys appear at the bottom of the screen rectangle on the lower ‘CLOSE’ icon is filled in green.
To control a pump, valve or controller, the user must first call up the associated
which indicate other graphic screens available within a particular overview
faceplate window by clicking on the item’s graphic symbol. The rectangle on the left of the lower ‘CLOSE’ soft key icon is
group. In this instance the soft keys can be used as short cut keys to associated
system screens. filled in red to indicate the original close command.
The faceplate contains information about the pump, valve, etc, that it controls.
The first item of information is the specific Tag number, this is the address of The rectangle on the ‘OPEN’ soft key icon is greyed out. The
System Colours the faceplate, motor, controller, etc. There is also an abbreviated description of green middle position rectangle is greyed out.
Each of the systems’ piping is represented by a different colour dependant on the item the faceplate is controlling.
the fluid or medium carried in that system: b) The operator clicks on the ‘OPEN’ soft key icon. The left hand
At the top left hand corner of the faceplate is a rectangle with a cross that will command rectangle in the ‘OPEN’ soft key icon fills in red, the
• Methane/LNG (liquid): Magenta close the faceplate (standard symbol). left hand command rectangle in the ‘CLOSE’ soft key icon is
• Methane/LNG (vapour): Magenta dotted greyed out.
An alarm or status indication is also shown and should read NR under normal
• Superheated steam: Blue conditions. The rectangle in the lower ‘CLOSE’ soft key icon is still shown
• Desuperheated steam: Blue dotted complete in green while the other two rectangles are greyed
To open or close a valve requires two clicks on the ‘Open’ or ‘Close’ rectangular out.
• Condensate: Yellow
soft key icon, this is to confirm the action. On the faceplate around the soft
• HP feed water: Yellow keys is a dotted white box. Clicking once on the soft key icon will make the c) The actual valve starts to move to the open position and moves
box disappear; however, the open or close action is not carried out until the away from its closed limit switch. The ‘CLOSE’ soft key icon
• Fresh water system: Yellow dotted
second click. If the second click is not carried out within a short time (5-10 rectangle is greyed out and the centre icon green rectangle is
• Sea water: Green seconds), the grey box will reappear. This ensures that the action is not carried now full, indicating the valve is in the middle position, ie, not
• Nitrogen and inert gas: Light blue out accidentally. fully open and not closed.
• Air: Violet All the machinery items on the screen displays use faceplates to carry out their d) When the valve reaches the open limit switch, the middle
• Heavy fuel oil: Orange operation (including emergency stops). The only exception to this is a RESET rectangle will grey out and the rectangle in the ‘OPEN’ soft key
button, which has a ‘one click’ action. icon will be full green.
• Diesel: Orange dotted
• Lubricating oil: Orange/cyan e) The feedback from the limit switches is now the same as the
Valves
• Hydraulic oil: Yellow dotted request and the open command is cancelled. Each valve has a
The open or close request/command from the user is shown on the soft key timer for the expected time period required to carry out each
• Bilge water: Green/yellow icons as the red square on the left hand side. This square has two states, filled operation. If this time is exceeded an alarm is raised, but the
in red or greyed out with a red outline. When a change in valve position is action is still carried out
The running pumps are shown in the same colour as the process and the requested, the square will immediately change to the new requested position
inactive pumps are shown in white. Any valves in a system process follow to indicate that the command has been acknowledged and the request is being
the same pattern. If the valve is open, its colour is the same as the process and carried out. The command will continue until the feedback from the valve limit Faceplate Windows for Motors and Pumps
when closed, its colour is white. switches indicates the valve has taken up the requested position, unless there The layout of a pump/motor faceplate is similar to that of a valve. A
is a feedback error. straightforward single speed motor has 3 soft key icons:
Control Mode • Start
(Note: On some faceplates the Red square is replaced by a Yellow square
To indicate that a control valve is in the manual mode it has a white box around which operates exactly the same.) • Unused
it. A box containing the automatic start function of the pumps is located next
• Stop
to it. On the open and closed soft key icons is a green rectangle on the right.
This symbol shows the actual feedback from the valve position indicating
switches.


Illustration DCS Faceplate Window: Motor and Valve Control
VALVE IS CLOSED VALVE IS CLOSED VALVE STARTS VALVE HAS REACHED

TO MOVE OPEN POSITION
Operator Clicks Valve Has Moved Off (Feedback Matches

Open 'Closed' Limit Switch Command)
1 IMOV2108-1B 1 IMOV2108-1B 1 IMOV2108-1B 1 IMOV2108-1B 2P7001 3 WB

Tag No. 1 IMOV2108 1 IMOV2108 1 IMOV2108 1 IMOV2108 2P7001
Valve Name BLR FD WTR BLR FD WTR BLR FD WTR BLR FD WTR Pump Name 3 WB P/P
INLET VALVE INLET VALVE INLET VALVE INLET VALVE
Tag Mark
Mode Alarm Mode
(Loop Status) AUT NR Status (Normal) AUT NR AUT NR AUT NR (Loop Status) MAN NR
NR NR NR NR NR
100.0 100.0 100.0 100.0 100.0
OPEN OPEN OPEN OPEN START
Operator's Actual Position

Request/ (Feedback from
Command Limit Switch)
CLOSE CLOSE CLOSE CLOSE STOP
Valve Position
0.0 (Feedback from
0.0 0.0 0.0 0.0
Limit Switch)
MOTOR CONTROL FACEPLATE WINDOW

Faceplate for
Data Entry
(FV, MV, SV)
VALVE CONTROL FACEPLATE WINDOWS

(Showing Open/Close and Command Indication)


The red ‘command’ rectangles on the left hand side and the green ‘actual’ Motor Control
rectangles on the right hand side of the icons have an identical function to those The motor control mode on the main switchboard has 2 positions, SWB for
indicators on a valve faceplate. starting and stopping at the switchboard and DCS for starting and stopping
from the DCS screen. On the DCS screen a motor or pump may have manual
The operator requests a motor in the stopped condition to be started: (MAN) and automatic (AUTO) control facilities. If the motor is in the AUTO
mode, the letters ‘TRK’ (next to the word MAN) would indicate that for some
a) The green rectangles on the right of the soft key icons indicate reason the DCS is unable to control the unit and the unit is isolated.
the motor’s actual condition, ie, the green rectangle on the lower
‘STOP’ icon is filled in green. If a motor is in this mode (in AUTO and on standby) it can only be started by
the DCS. The motor must be taken out of the AUTO mode and changed to the
The rectangle on the left of the lower ‘STOP’ soft key icon is MAN mode in order to allow the operator start/stop control.
filled in red, to indicate the original ‘STOP’ command.
Illustration Faceplate Windows: PID Controller
For example, faceplates are used in the tracking mode when a CO2 system
The rectangle on the ‘START’ soft key icon is greyed out. trip/test is carried out, certain motors/fans etc will not be allowed to restart
until the trip has been reset. 3LIC1060
The green middle position rectangle is greyed out
3LIC1060
b) The operator clicks on the ‘START’ soft key icon. The left hand Controller Faceplate Windows MAIN CONDSR Name of Process
command rectangle in the ‘START’ soft key icon fills in red, Under Control
the left hand command rectangle in the ‘STOP’ soft key icon is
A typical PID controller is shown in illustration opposite From the diagram LEVEL CONT
it can be seen that the controller is measuring the main condenser level and
greyed out. controlling the process with reference to that level and according to the set
points. AUT
The rectangle in the lower ‘STOP’ soft key icon is shown
complete in red while the other two rectangles are greyed out. On the controller faceplate, there are 3 values. The centre of the faceplate is a
NR
solid graph bar, this is the process value (PV). This is the level in the condenser 500
c) Until the motor starts, the small graphic indication of the motor/ well in this case. The right hand pointer is the set value (SV), this is the value
pump flashes to represent the start request. The ‘STOP’ soft key that the process value is required to be controlled at. The left hand pointer is
icon rectangle is greyed out and the centre icon green rectangle 300
the manipulated value (MV) this is the direct output to the valve, in this case
is now full, indicating the motor is neither stopped nor running the percentage open required. It is important that the manipulated value is not
at full speed. mistaken for measured value; the term ‘measured value’ should not be used 100
when referring to the DCS in order to avoid confusion. MV Value - The Output
SV - The Set Value
d) When the motor starts, the middle rectangle will grey out, the to the Valve
rectangle in the ‘START’ soft key icon will be full green and the To obtain an accurate reading of any of the three values (SV, MV or PV), the -100
motor graphic stops flashing. following procedure can be used:
PV - Process Value
e) The feedback from the motor is now the same as the request and a) The user should click on the red diamond block of the faceplate. -300
the start command is cancelled. A small window will be displayed allowing data entry.
-500
b) The user should click on the value to be changed, then type
In the case of a starting problem, the green rectangle will not be filled in the in the value to be monitored (SV, PV or MV) followed by the
‘START’ icon and after a timed period, the rectangle will turn yellow. This Data Entry Faceplate
RETURN key.
indicates a discrepancy alarm.
c) This brings up the current value.
If an alarm occurs with the motor, the letters ‘NR’ (normal) will change to
‘ALM’ (alarm) and a yellow box around the motor will flash until the alarm The controller can be changed between manual and auto by using the MAN
has been acknowledged. If the box flashes green, the alarm has cleared but was and AUTO keys on the keyboard and confirming the action.
not accepted whilst in alarm.
PID and cascade controllers are described in more detail in section 3.


Illustration Heat Balance and Flow Diagram at 90% MCR and Fuel Oil Burning
External Desuperheaters
Loss
Vacuum Pump
Sootblowers Q0 Q 865
Q0 62.5/16.5 LP Turbine
PRV
HP Turbine
Steam to Burners 722mmHg
Q 460 Q 94,420 Q 83,415 Q 73,975 Q 64,915 Vacuum Q 71,405
P 62.5 E 823.6 E 543.6 Main
Main Boilers T 515 P 61 T 32.6
Fuel Oil Tank M Condenser
Heater T 510 Main Condensate
Q 870
M Pump
62.5/16.5
PRV Q 1,765
Boiler Fuel Oil Q 7,545
Q 450 P 19.3
Heater P 6.0
E 757.9 Q 130 E 695.5
E 740 Q 9,060 No.2
Lubricating Oil Purifier Q 110 P 1.4 Distilling Plant
Heater Q 100 E 780 E 637.7 Q 2400 Q0
Q0 Q 6,550 Turbine
Generator
Q 6,440
16.5/5.9 E 823.6
E 582 Q0
PRV P 61
Calorifier T 510 5.9/0.7
Q 100
PRV
Q 3,550
Q 2,400
Q 1,065
16.5/11
Forcing Vaporiser PRV 5.9/2.8 PRV No.1
Q0 Q 30 Distilling Plant
E 734.1
Q 3,795
Q 2,930 Q0
E 695.5 E 823.6
Low Duty Heater Q 3,560 3.2/722 MMHG
Q0 P 61 E 734.1 Q 50
Q 94,420 T 510 Boiler Feed Water PRV
P 2.8
T 145 Pump Turbine
Air Conditioning Unit Q 4,625 Q 50 Exhaust

Q0 E 725.2 E 648.6
11/7 Vent
PRV
Deoiler
T 70 Q 71,405 T 50.5
Drain Cooler Q0 Deaerator
Q 1,520 T 100.5 T 47.6
E 668.6 P 2.5
Q 94,420 1st Stage Feed Q 10,160 Gland Steam
E 127.2
E 129 Water Heater T 90 Condenser Q 2,400
Auxiliary Steam 3rd Stage T 76
Feed Water Heater Boiler Feed Water
Desuperheater Q 215 Pump Q 2,930
T 129
Q 3,210 E 138.7 Q0
T 138.7
Q 1,325 Q 12,560
Q 1,305 Make-Up Atmospheric Drain Design Base
T 35 T 87.3
Inspection Tank E 757.9 Q 1,420 Tank Main Turbine Non Extra Steam Rate 2.34 kg/ps/h
(1.5m3) T 70 Q 320 Boiler Efficiency 88.5 %
Q 100 Q 15,725 T 90 Turbo Generator Load 1,620 kW
T 100 T 79
Key Evaporator Load 45 Ton/Day
Atmospheric Drain Sea Water Temperature 27 ºC
Desuperheated Steam Tank Pump Air Temperature 45 ºC
E: kcal/kg Fuel Oil High Heat Value 10,280 kcal/kg
Superheated Steam
Air Conditioning Plant (Cooling) In Use
Exhaust Steam P: kg/cm2 Main Condenser Scoop Cooling
Ship Condition - 90% MCR (FO Burning) Main Feed Water Pump Load 140m3/h X 865mth
Feed Water and Condensate
T: ºC Main Turbine Shaft Horse Power - 31,950 SHP(PS) 82.1rpm Boil-Off Rate 0.13 %/Day
Feed Water/Distilled Water Nominal Fuel Rate - 213.5 G/ps.h 6,821.3 kg/h SG of Cargo 0.46 Ton/m3


Illustration Heat Balance and Flow Diagram at 90% MCR and Dual Burning
Loss
Vacuum Pump
Q0 LP Turbine
62.5/16.5
PRV HP Turbine
Steam to Burners 720 mmHg
Q 300 Q 95,490 Q 83,865 Q 73,820 Q 64,720 Vacuum Q 71,800
P 62.5 E 823.6 E 543.6 Main
Main Boilers T 515 P 61 T 32.6
Fuel Oil Tank M Condenser
T 510 Main Condensate
Heater Q 870
M Pump
62.5/16.5
Boiler Fuel Oil PRV Q 2,260 Q 7,655
Heater Q 185 P 19.3 P 6.0
E 757.9 Q 130 E 795.8
E 740 Q 9,100 No.2
Lubricating Oil Purifier Q 110 P 1.4 Distilling Plant
Heater Q 100 E 780 E 637.5 Q 2400 Q0
Q0 Q 7,140 Turbine
Generator
16.5/5.9 Q 7,030
E 823.6 Q0
PRV E 582.9
P 61
Q 100
PRV
Q 3.590
Q 2,400
16.5/11 Q 1,100

Q0 Q 30 Distilling Plant
E 734
Q 3.610
Q 2,965 Q0
E 695.7 E 823.6
Low Duty Heater Q 3.580 3.2/722 MMHG
P 61 E 734 Q 50
Q 1,030 PRV
Q 95,490 T 510 Boiler Feed Water P 2.8
T 145 Pump Turbine
Q 4,670 Q 50 Exhaust
Air Conditioning Unit
Q0 E 727 E 648.6
11/7PRV Vent
Deoiler
T 70 Q 71,800 T 50.4
Drain Cooler Q0
Q 2,285 Deaerator T 100.5 T 47.6
E 668.6 Q 95,490 P 2.5
1st Stage Feed Q 10,240 Gland Steam
E 127.2 Water Heater Condenser Q 2,400
E 129 T 90
Auxiliary Steam 3rd Stage T 76
Feed Water Heater Boiler Feed Water
T 129
Q 2,965 E 138.7 Q0
T 138.7
Q 1,175 Q 12,640
T 35 T 87.3 Q 320
Inspection Tank E 757.9 Q 1,155 Tank Main Turbine Non Extra Steam Rate 2.34 kg/ps.h
(1.5m3) T 70 T 90 Boiler Efficiency 86.3 %
Q 1,130 Q 16,420
Turbo Generator Load 1,770 kW
T 91 T 79
Fuel Oil High Heat Value 13,280/10,280 kcal/kg
Superheated Steam E: kcal/kg
Ship Condition - 90% MCR (Dual Burning)
Main Feed Water Pump Load 140m3/h X 865mth
Feed Water and Condensate Main Turbine Shaft Horse Power - 31,950 SHP(PS) 82.1rpm
T: ºC Boil-Off Rate 0.15 %/Day
Nominal Fuel Rate - FO: 3,881.3 kg/h
FG: 2,058.9 kg/h SG of Cargo 0.46 Ton/m3
Feed Water/Distilled Water


Illustration Heat Balance and Flow Diagram at 90% MCR and Boil Off Gas Burning
Loss
Vacuum Pump
Q0 LP Turbine
61.5/15.5
PRV
HP Turbine
Steam to Burners 720 mmHg
Q0 Q 84,985 Q 73,430 Q 64,375 Vacuum Q 71,635
Q 96,820 E 543.6
E 823.6 Main
Main Boilers P 62.5 T 32.6
Fuel Oil Tank P 61 M Condenser
Heater T 515 Main Condensate
Q 870 T 510 M Pump
62.5/16.5
PRV Q 3,610
Boiler Fuel Oil Q 7,815
P 19.2
Heater Q0 P 6.1
E 757.7 Q 130
E 696.4 No.2
E 740 Q 9,055
Lubricating Oil Purifier Q 110 Distilling Plant
P 1.4
Heater Q 100 E 780 E 637.3 Q 2,400 Q0
Q0 Q 7,320 Turbine
Generator
16.2/5.9 Q 7,210
E 823.6 Q0
PRV E 583.3
P 61
Q 100
PRV
Q 3,635
Q 2,400
Q 1.180
16.5/11
Q 1,555 Distilling Plant
Q 30
Q 3,635 E 733.9
Q 3,605 Q0
E 823.6 E 733.9
Low Duty Heater 3.2/722 MMHG
Q 1,580 P 61 P 2.8 Q 50
T 510 Boiler Feed Water PRV
Pump Turbine
Q 96,820 Q 3,000
Q 4,785 Q 50 Exhaust
Air Conditioning Unit T 145 E 696.3
Q0 E 724.7 E 648.6
10.8/6.8 Vent
PRV
Deoiler
T 70 Q 71,635
Drain Cooler Q0
Q 4,205 Deaerator T 100.5 T 50.4 T 47.6
T 668.6 Q 96,820 P 2.5 1st Stage Feed Gland Steam
E 127.2 Q 10,240
E 129 Water Heater Condenser Q 2,400
T 90
Auxiliary Steam T 76
Boiler Feed Water
E 129
Q 3,000 E 138.7 Q0
E 138.7
Q 880 Q 12,640
T 35 T 87.3
Inspection Tank T 757.7 Q 970 Tank Q 320 Main Turbine Non Extra Steam Rate 2.34 kg/ps/h
(1.5m3) T 70 T 90 Boiler Efficiency 83.9 %
Q 3,235 Q 18,045
Turbo Generator Load 1,815 kW
T 90.5 T 80.6
Fuel Oil High Heat Value 13,280 kcal/kg
Superheated Steam E: kcal/kg
Ship Condition - 90% MCR (BOG Burning) Main Feed Water Pump Load 140m3/h X 865mth
Feed Water and Condensate Boil-Off Rate
T: ºC Main Turbine Shaft Horse Power - 31,950 SHP(PS) 82.1rpm 0.13 %/Day
Feed Water/Distilled Water Nominal Fuel Rate - 179.6 G/ps.h 5,738.2 kg/h SG of Cargo 0.46 Ton/m3


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

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

1.2 To Prepare Main Plant for Operation (Raising Steam)
1.3 To Prepare Main Plant for Manoeuvring from In Port Condition
1.4 To Change Main Plant from Manoeuvring to Full Away
1.5 To Change Main Plant from Full Away to Manoeuvring Condition
1.6 To Secure Plant at Finished With Engines
1.7 To Secure Plant for Dry Dock

Part 1: Machinery Commisioning Operational Overview
1.1 To Bring Vessel Into Live Condition Dead Ship Condition
Fill the condensate system - drains tank, deaerator and

2.2.1
main condenser.
No Shore Supply Available
Prepare the emergency generator for operation.

If necessary fill the emergency diesel generator fuel 2.14.3 With a burner in a boiler, supply gas oil to the burner. 2.4.2
Shore Supply Available tank from drums.
Establish shore supply. 2.15.4

Start the boiler forced draught fan.
With all required vents and drains open, begin to
Start the emergency generator, and supply flash up the boiler. Ensure that the furnace is 3.3.2
emergency and main switchboards through the 2.14.3
adequately purged prior to ignition.
respective breakers. 2.15.6
(Note: The boiler may be flashed up manually
from the local control station.)
If the boiler has been shut down for a long period,

allow for low fuel pressure to enable heat and boiler
Supply main and emergency lighting throughout pressure to rise slowly.
2.15.3
the vessel.
Start the engine room fans.
Put the fire detection system into operation.

Start the auxiliary sea water pump to supply the
2.5.1
auxiliary condenser.
Put the general service air system into operation. 2.9.2

Put the generator air start system into operation. 2.9.3
Start up the main diesel generator and place in parallel Open the boiler stop valves to: 3.3.3
with the emergency generator, then disconnect the The desuperheated steam system. 2.1.1
emergency generator. The exhaust steam system. 2.1.1
The steam ranges. 2.1.4
The superheated steam system. 2.1.5
Put the central sea water system into operation. 2.5.2 Ensure all steam line drains are open.
Put the central fresh water cooling system Open the valves to the heating coils of one FO
into operation. 2.8.1 settling tank, placing the coil drains to the 2.1.6
contaminated drains system. 2.5.3
Put the control air system into operation. 2.9.1
Shut the drum vent when steam issues from it, at 3.3.3
approximately 2kg/cm2.
Fill a boiler to 80mm below normal water level,
3.3.3 Open the steam inlet and drains to one fuel oil heater
using the auxiliary feed water pump.
and allow the fuel temperature to rise.
Issue: 1 Section 1.1 - Page 1 of 2

Recirculate HFO around the fuel rail until its 3.3.3

temperature reaches approximately 100°C.
Change the burner over to HFO and shut down the

gas oil supply.
Having warmed through and drained the atomising 3.3.3
steam system, change the burner atomising to steam.
As the steam pressure rises, use the electric feed Isolate the atomising air supply.
pump to maintain the boiler water level. 3.3.3
With the boiler now being fired on HFO, the fuel
pressure will require adjusting to maintain a steady
and safe pressure rise rate.
Ensure that the DCS has taken the control of the boiler 3.3.2
out of the flashing ramp to the normal control mode.
When the boiler pressure is at approximately 15kg/cm2, The boiler should now be providing normal steam
ensure that the drains pump system is operating to 2.2.1 pressure to the turbine generator / main feed pump /
the deaerator. and fuel oil heating etc.
Put one main feed pump into operation to maintain
the boiler level. 3.3.3
Bring the boiler up to working pressure.
The turbine exhaust will dump to the auxiliary
condenser.
Start up all the remaining auxiliaries - refrigeration units

/ air conditioning units / fans not in use / galley and
With the boiler superheater being circulated, and steam 3.3.3 accommodation supplies etc.
being supplied to the feed pump and turbine generator,
all the boiler drains and vents can now be closed in.
Continue to raise steam pressure, with fuel and air
under the control of the DCS. Check each system is
now operational and gradually change over all control
systems to automatic and/or remote.
Ensure systems and components that have been used (Note: If the vessel is in dry dock, or alongside a shore
are put back on standby condition or isolated installation, electrical power may be supplied through
e.g. electric feed pump, emergency diesel generator etc. the shore breaker.
However, this is normally used for dry dock purposes
when separate arrangements are made for cooling
water supplies to air compressors / refrigeration and air
Start up a turbine generator. conditioning units.)
2.14.1
The exhaust will dump to the auxiliary condenser.
Parallel the turbine generator with the main diesel
generator.
Vessel in Live Condition


1.2 To Prepare Main Plant for Operation (Raising Steam)
One Boiler in Operation

and Auxiliary Plant Operational Before opening the superheater valves, ensure the line
Allow the fuel temperature to rise to approximately
90°C. Purge the boiler. drains to the in-use main feed pump and turbine
3.3.3 generator are open. 3.3.3
When the purge sequence is completed, flash the
boiler and adjust the air and fuel to the minimum for When the superheated temperature matches the in-use
good combustion. boiler, open the superheater system stop valves.
Open the vents on the steam drum and superheater,
2.1.1 (Note: The length of time the boiler has been out of
and the drains on the desuperheater and superheater,
operation, governs the amount of time to allow for
on the non-operational boiler.
raising steam.
The longer the unit has been off line, the greater the Close all drains and vents.
number of flashes and soaks should be allowed, Ensure that the DCS has normal control of combustion
before continuous firing.) and level control, and the firing ramp has reset. The
3.3.2
plant is now operating with two boilers, one turbine
Fill the boiler to 100mm below the normal operating generator and one main feed pump, with exhausts and
level, using a main feed pump on the auxiliary 3.3.3 dumps to the auxiliary condenser.
feed system.
Slowly raise the steam pressure. At approximately

3.3.3
1.0kg/cm2 and with steam emitting
from the steam drum vent, close the vent valve.
. Ensure that all drains from the main condenser
sea water pipes are closed.
Start the main SW circulating pump to the main 2.5.1
condenser, ensuring all valves on the system are open.
Fit a normal size atomiser tip to the burners, and
place in the registers. Commence circulating fuel oil 3.3.3
through the main fuel rail to raise the temperature.
Continue to raise the steam pressure, closing in the
various drains as required to maintain good drainage 3.3.3
without excessive water loss.
. Check all main turbine LO system lines are
satisfactory, with the LO cooler drain valves closed. 2.3.1
Ensure that the level in the main sump is correct.
Start one main LO pump and allow system to circulate.
Check all sight glasses on bearings and gearing for
oil flow.
Start a forced draught fan. Ensure the LO gravity tank is overflowing.
Open atomising steam to the burners. 3.3.3 At approximately 50kg/cm2, open up the desuperheated
Supply steam to the air heater. system stop valves. Allow the pressure to increase to 3.3.3
Reset all boiler trips. that of the in-use boiler and float the boiler on-line,
Place the boiler controls on manual in the DCS. closing the drains.
.
Start the stern tube and shaft seal LO system. 2.3.2

Start the main turbine turning gear. 3.4.2 Open the valves for the sea water cooling supply to
one vacuum pump cooler. 2.5.1
Open the air inlet valve to vacuum pump diffuser from
the main condenser.
Start the vacuum pump and start raising the
Start the gland condenser exhaust fan. 3.4.1 main condenser vacuum.
Once the vacuum has been raised, change over all
exhaust dumps to the main condenser.
Crack open the main turbine gland steam make-up

bypass valve and allow the turbine to warm through 3.4.1
slowly.
The plant is now operating with both boilers and both

main condensate and atmospheric drains condenser
systems in use.
The main turbine has its vacuum raised with gland
steam in use.
Open the central fresh water cooling system to a
2.8.1 The main and stern tube LO systems are in use.
main engine LO cooler.
The main engine is being turned with the turning gear.
Open the suction / discharge / casing vent to one of

the main condensate pumps. 2.2.1.
Fill the main condenser to a working level from a Place all pumps in use to remote start on the main
distilled tank. Start the main condensate pump. switchboard panel and their second pumps to standby
conditions, with all required valves open.
Open the gland steam make-up and spill inlet and 3.4.1
outlet valves. Adjust the controller set steam pressure.
Main Plant Ready For Operation

1.3 To Prepare Main Plant for Manoeuvring from In Port Condition
Two Boilers in Operation

Main Condenser Vacuum Raised
Main Turbine Turning Gear in Operation
Check and inspect the steering gear systems,
ensuring the LO levels and hydraulic oil levels are
correct. 2.13
Prepare and run up the second turbine generator. As each unit is tested, check all movements of the
Place the second generator on the main switchboard in 2.14.1 rams and rudder are satisfactory and as required.
parallel with the generator in use. Maintain contact with the bridge as these tests are
undertaken.
(Note: When steering gear tests are completed, to
prevent the pumps delivering in the same mode for
long periods and risk overheating the unit, ensure the
Ensure that the diesel generator is on standby and deck officer alters the rudder angle regularly to
2.14.2
ready to run, should it be required. overcome this.)
Ensure the main boilers superheated steam stop valves 2.1.1

to the main turbine are open.
Open the warming through steam valve to the main turbine.
Disengage the turning gear.

.
When the deck officer is available on the bridge,

proceed with following test: Reset the main turbine trip, ensuring the control oil
With the main engine controls on manual-stop, pressure is correct for the manoeuvring system. 3.4.2
move the telegraph lever to all its points, and Close the warming through steam valve.
prove the engine room control unit follows and .
answers the bridge unit.
With the manoeuvring controls in manual mode,

operate the control to allow main steam into the turbine
and rotate ahead at approximately 5 revolutions per
minute. Repeat for astern movement.
While the above is being undertaken, the main
turbine is checked to ensure it turns satisfactorily in
both directions.

Using the controls in manual mode, repeat the ahead 3.4.2

and astern movements to warm through the turbine to
boiler superheat temperature.
After the turbine has been warmed through,using the 3.4.2

pushbuttons, place the controls in lever mode, with
the telegraph in stop position, and allow the engine to
continue to warm through on the auto-spin program.
(Note: During pushbutton operation the main turbine

does not have any overspeed protection.)
As required by international rules, ensure all the

information concerning the above being carried out
is recorded along with the times at which each section
is completed.
Ensure that if any burners are off, they are in place and
ready to be used.
Inform the bridge that the main engines are

ready for use.
Put the main engine controls to bridge control mode, 3.4.2

and monitor their response as manoeuvring proceeds.
The Main Engine is Now Ready to Put to Sea

1.4 To Change Main Plant from Manoeuvring to Full Away
Vessel Is Manoeuvring On Bridge Control
Bridge informs the ECR that the vessel is Full Away on

Passage, and indicates as such by moving the
telegraph to full sea revolutions.
Stop one steering gear motor. 2.13

Record the following:
Time
Main engine revolution counter reading
Fuel oil counter reading
Turbine and diesel generator kW counter readings
Fuel oil service tank levels Put the boiler firing controls to the required firing mode 2.4.2
Diesel oil service tank level in the DCS, whereby gas boil-off may be used in
Fuel and gas oil bunker tank levels conjunction with fuel oil if this is available.
Gas flow meter reading
Allow main engine revolutions to increase as per the Pump the contents of the bilge tank overboard through 2.6.1
timed program, which will open the manoeuvring the oily water separator unit.
valve a set amount over a period of time until it is
fully open. This will take approximately 40 minutes 3.4.2
from full ahead manoeuvring revolutions to full sea
revolutions.
Evaporators may be used to fill the potable and the 2.5.2

distilled water tanks as long as the ship is in permitted
waters. Run up and use these units as required.
The main scoop inlet valve opens and the main sea
water circulating pump stops and the discharge valve
closes. With the scoop system in use, ensure that the 2.5.1
main condenser temperature and vacuum
are maintained.

Remove one turbine generator from the main switchboard, 2.15.5

allow to run light for a few minutes to cool down.
Stop and isolate the off load turbine generator.

With the turning gear engaged to allow the generator to 2.14.1
rotate with the electric LO pump in use until cool.
Ensure that the live steam make-up valves close and

the main turbine bleed steam valves open as the main
revolutions increase.
When full sea speed has been achieved, make final

adjustments to the plant to give optimum performance
at the required speed.
Refer to the heat balance diagrams.
The vessel is now at Full Away conditions, on bridge

control.
Vessel Is Full Away On Bridge Control


1.5 To Change Main Plant from Full Away to Manoeuvring Condition
The Vessel Is At Full Revolutions On Bridge Control
At manouevring rpm, the astern guardian valve When the bridge notifies the engine room of end of
opens and the turbine drains set opens. passage, record the following:
Approximately 24 hours before manoeuvring Time
operations are to commence, run up the standby Main engine revolution counter
turbine generator. 2.14.1. Fuel oil counter
(Note: Trips may be tested at this time. Fuel oil settling tank levels
When the unit is up to speed, parallel with the unit As the turbine rpm continues to fall, the main Diesel oil service tank level
already on the main switchboard.) condensate recirculation valve will open. Fuel and diesel oil bunker tank levels
This allows condensate to return to the main Distilled and FW tanks levels
condenser hot well, ensuring a level is maintained for Gas meter reading
the condensate pumps. .
Approximately 1 hour before manoeuvring operations

are to commence, bring the telegraph position to The engines are now ready for movements via
standby full ahead rpm. This will allow the turbine 3.4.2 bridge control.
to cool over a set period of time. When in manoeuvring mode ensure that the main
The revolutions will be at the standby full ahead. circulating pump starts, the valve opens and the
scoop valve closes. This ensures the
correct amount of cooling water to the main condenser
is maintained as the vessel's speed drops.
Adjust the LO supply to the main shaft
intermediate bearings
As the main engine rpm reduces, ensure that the

following occurs: Shut down the evaporators, unless only distilled water 2.5.2 The Plant Is Prepared For Manoeuvring
As the bleed steam pressures reduce, ensure the is required to be manufactured.
automatic valves close and the make-up valves
open as required.
Request the bridge to put the second steering gear

motor in use and test by moving from port to starboard.


1.6 To Secure Plant at Finished with Engines
The Vessel Is Manoeuvring On Bridge Control
When all movements of the main engine are Close the main turbine steam stop valve T645V from
completed, the bridge will transfer the control of the the boilers, HP and LP turbine ahead valves and open 3.4.2
main engines to the engine room and place the the warming through valve T644V.
telegraph at FWE.
Stop both steering gear motors. 2.13
Although the telegraph is indicating FWE, the turbine

controls are still on automatic, and as such the engine
will turn on the auto-spin steam system.
This system allows the main turbine to rotate ahead
and astern at approximately 5 rpm, preventing the
turbine from sitting in one position for a prolonged The main turbine is now stopped and turning slowly
period of time which may cause the rotor to sag. with warming steam on line.
Unless the turbine is to be shut down for repairs or
another specific reason, this is the condition the plant
is normally left in while awaiting port operations.
Switch the auto-spin system off and trip the turbine. 3.4.2
Ensure the boilers are firing on gas if possible when in 2.4.2

port, thus preventing gas being vented to the atmosphere.
Engage and start the turning gear. 3.4.2
The Engine Room is now Ready for Cargo Operations


1.7 To Secure Plant for Dry Dock
Vessel Is at Finished With Engines When the main condenser has cooled, the sea water 2.5.1
And In a Live Condition circulating pump can be stopped and all valves closed.
Isolate and take off standby all the non-running pumps

and machinery.
Take one of the turbine generators off load, allow it to
run light for 10 minutes before stopping it by testing the 2.15.5 Put one boiler controls to manual and reduce the fuel
trips. and air supply. Alternatively alter the ratio control 3.3.2
Allow the turbine to rotate on the turning gear while within the DCS increasing the load one the boiler.
the unit cools down. Close the steam inlet and exhaust 2.14.1
valves. Close the gland steam make up and spill valves.
Shut down the evaporators. 2.5.2
Close the steam valve T325V to the cargo system. 2.1.4 Allowing the other boiler automatic controls to take
Stop and isolate the fresh water cooling booster pumps 2.8.2 more of the load. When the second boiler has taken 3.3.2
the entire load, the first boiler can be tripped.
Shut down the LO purifiers. 2.3.3
Start the auxiliary SW circulating pump to the auxiliary 2.5.2

condenser.
Shut down the MGPS pumps and isolate the ICCP Close the superheated and desuperheated steam
forward and aft. Close the water sampling valves and master and intermediate valves and open the
close the sampler cooling valves from the main superheated steam vent and drain valves. 2.1.1
condensate system. Close the main feed valves, put the feed control
Change over the exhaust dumps and the 1st stage to manual.
heater drains to the auxiliary condenser, isolating from 2.1.7
the main condenser.
Ensure that the main feed pump gland seal water and
all other spray or cooling condensate water is 2.2.1 Isolate the fuel oil and the atomising steam valves at
Start up the diesel generator and connect it to the supplied from the atmospheric drains pumps system. the burner rail. Shut off the steam to the air heater.
switchboard in parallel with the in-use turbine generator. 2.14.2 Stop the FD fan and close the vanes.
Ensure the main boiler steam stop valves T601V and Stop the in-use main condensate pump. Allow the shut down boiler pressure to fall away,
602V and warming through valve T644V are shut and 2.1.1 Close the main condensate recirculating valve, to 2.2.1 opening the drum vent when the pressure is 3.3.1
open the drain valves T646V and T647V. prevent any water returning to the main condenser. approximately 5kg/cm2.

The plant now has one boiler operating and supplying

Trip the in-use boiler, allowing the main feed pump to
one turbine generator and one main feed pump.
run and use up the steam while maintaining the boiler Stop the air compressors before stopping the in-use 2.9
The exhaust system is diverted to the auxiliary condenser.
level. sea water service pump and the fresh water cooling 2.5
The main turbine is stopped, with all steam and oil
Close all superheater and desuperheater valves and service pumps. Connect cooling lines from shore and
supplies shut down.
open the superheater vent valve. restart the SW and FW pumps and the air compressors,
Place all boiler controls to manual. 3.3.3 which are required at all times for the control systems
and and emergency trips.
Shut off the steam supply to the in-use boiler fuel oil
heater. When the fuel temperature falls to Isolate the fuel oil and the atomising steam valves at
approximately 90°C, open the fuel supply to the boiler the burner rail. Shut off the steam to the air heater.
fuel pump from the gas oil service tank and close all Stop the FD fan and close the vanes. Unload the diesel generator from the switchboard, allow it
valves from the fuel oil service tanks. to run light to cool down before stopping. Engage the
turning gear and close the air start valve A48V. Open 2.15
Change the atomising steam supply over to atomising
air supply, from the general service air system, to the ACB LL1 and LL2 to isolate the 6,600V main switchboard. 2.9.3
in-use boiler. Stop the in-use main feed pump and close all valves. 2.2.3 Start the emergency diesel generator to supply the
emergency lighting.
As gas oil is used throughout the system, the HFO will With the boiler shut down, there should be no more Stop the main turbine and turbine generator turning gear.
be replaced by the gas oil. This will be required in drains returning to the atmospheric drains tank. Stop the main turbine and turbine generator LO pumps. 2.3
preparation for the flash-up cycle when no heat will 2.4 Shut the deaerator outlet valve to the main feed pump 2.2.1 Close valve L20V to the LO gravity tank.
be available for the HFO. suction. Stop the stern tube seal LO pumps and close valves
Allow the DO to flow through both fuel heaters, and Shut the in use distilled tank outlet valve to the L333V and L334V on the stern tube aft seal LO tank.
through the recirculation rail at the burner registers. make-up line.
Stop and isolate the auxiliary condensate pumps.

Allow the diesel generator to take the entire Close the desuperheated valve T706V and the main
switchboard load and take the in-use turbine condensate spray valves to the main steam dump
generator off load. external desuperheaters.
Stop the turbine generator, close all steam/exhaust and 2.15 Close the inlet valves to the10 bar, 6 bar, 4.9 bar and
gland steam valves. the 2 bar pressure control valves. The main plant is now shut down.
Allow it to rotate on the turning gear while cooling.
When the dockyard has connected the electrical supply

Allow the auxiliary sea water circulating pump to run to the shore breaker, the emergency generator can be
After approximately 6 hours, stop the in-use vacuum until the auxiliary condenser has cooled, then stop and 2.5 2.15.4
tripped from the emergency switchboard and the shore
pump, and close all valves. The main condenser isolate the pump. supply breaker put on.
vacuum will now fall. When the vacuum is at 50mmHg
shut the gland steam make-up and spill valves to the
main turbine.
Stop the refrigeration and air conditioning units, and
Stop the gland steam exhaust fan. The Plant is Now Secure in Dry Dock and On Shore Power
wait for the shore cooling water supply before restarting. 2.16

PART 2: SHIP’S SYSTEMS
2.0 Location Plans and Tank Capacity Tables
Illustrations
2.0a Location Plan of Engine Room - Floor Level
2.0b Location Plan of Engine Room - 4th Deck Level
2.0c Location Plan of Engine Room - 3rd Deck and Steering Gear Room Level
2.0d Location Plan of Engine Room - 2nd Deck Level
2.0e Location Plan of Engine Room - Upper Deck Level
2.0f Tank Capacity Tables 1
2.0g Tank Capacity Tables 2


Illustration 2.0a Location Plan of Engine Room - Floor Level
Cofferdam
Atmospheric
Drain No.1 and 2 Distillate Plant
Tank Sea Water Feed Pumps
Sea Water Hydrophore
No.2 Bilge, Fire and General Service Pump
and Fire Main
Dehumidifier Pressurising Pump
Bilge Well
No.2 No.1
Oily Bilge No.1 Bilge, Fire and General Service Pump

Waste Oil
Separator
Engine Room Transfer
Bilge Pump Pump Fire Pump
DN
No.2 No.1
Dump Drain Low Sea Inlet Chest
Oily
Bilge Pump Pump
Bilge Well No.2 Water Spray Pump
Main Condensate
Pumps Condensate Drain
UP Pumps No.1 Water Spray Pump
UP
Main LO No.3 Ballast Pump
UP Pump
UP
No.2 Auxiliary LO Pump Low Duty Condenser Pump
No.1 No.2
No.1 and 2 Stern Tube No.1 Auxiliary LO Pump Main LO

No.2 Ballast Pump
Sump Tank Turning
Lubricating Oil Pumps Main Sea Water
UP Gear
No.2 Circulating Pump
No.1
Telephone Kiosk
Bilge Well UP
Lift
Space Scoop Inlet No.1 Ballast Pump
Stern Tube
Lubricating Oil Emergency Bilge Suction
Cooler Lubricating Main Cooling Sea Water Pumps
Lubricating Oil Oil Drain
Purifier Supply Tank
Pumps Main Lubricating No.2 No.1
Main Lubricating Oil Coolers
Oil Filters
Lubricating Bilge Well
Oil Transfer
Sawdust Injection
Pump
Box Solenoid Valve Board for Ballast Control Valves
Auxiliary Sea Water
Circulating Pump Fuel Oil Drain Tank
High Sea Marine Growth

Inlet Chest Protection System


Illustration 2.0b Location Plan of Engine Room - 4th Deck Level
Heavy Fuel Oil

Temporary Overflow Tank
Opening Heavy Fuel Oil
Bunker Tank (P)
Condensate Spill and
Make Up Valves Cofferdam
1st Stage Feed Space for Piping Heavy Fuel Oil

Water Heater Settling Tank (P)
Condensate Cooled
Grease
Extractor Auxiliary Condenser
Distilling
Plant
Sea Water Cooled

Vent
UP
Boiler
Drain Tank
UP
Central
Fresh Water
Rampway Coolers
DN
DN
DN
Central FW Cooling
Emergency ICCP Temperature Control Valve
Escape Panel
Stern Tube DN Central Cooling
UP Lubricating Oil UP Elevator Fresh Water Pumps
Gravity Tank DN
Lift Heatless Air Dryers
Space Deoiler
for Engine Room
UP Control System
Inspection
Tank and Heatless Air Dryers
Drain for Cargo Control
UP
Vent UP Cooler System
Vent
Working Air Control Air Reservoir
Control Air Compressor
Compressors Working Air
Reservoir
Main Condenser Sludge Tank

LO Purifiers Heavy Fuel Oil
Vacuum Units
Settling Tank (S)
No.2
DN
Gas Oil Transfer Pump
Heavy Fuel Oil

Purifier Room No.1 Bunker Tank (S)
Exhaust Fan
Heavy Fuel Oil
Purifier Room Transfer Pump
LO
Deaeration No.1 and No.2 LO Boiler Fuel Oil
Tank Purifier Heaters Service Pumps


Illustration 2.0c Location Plan of Engine Room - 3rd Deck and Steering Gear Room Level
Boiler Test Kit Boiler Water

Test Room
Chemical Low Sulphur Heavy Fuel Oil

Main Turbine IG Generator
Store Tank (P) Bunker Tank (P)
LO Gravity Tank
Oil Chemical
Feed Pump Spare Blower Units
Store Gas Oil
Boiler Water Blower
Drinking Water Storage
Ion Exchanger Mineraliser Cooler Tank (P)
Steriliser UP Heavy Fuel Oil
Steering Gear Room Settling Tank (P)
Boiler Water UP
Electric Analyser
Boiler Feed Drinking
Water Pump Water Fresh Water
Hydrophore Hydrophore Sewage
Unit Unit Sewage
Treatment Collecting
Autopilot 3rd Stage Plant Plant Inert Gas Generator Cooling Unit Inert Gas Generator Air Dryer
Starter Control Box Feed Heater
for Port Isolating Control Vent Vent Vent UP UP
Steering Panel for Steering Gear

Gear UP UP
Aft Deck No.2
Machinery Auxiliary Central
Seat for Cooling Booster
Spanner Hydraulic Boiler
Pumps Feed Water Port Turbine Generator Pumps
and Eye Port
Bolts Telephone Pumps
Booth Boiler
Aft Deck No.1
Machinery Escape Trunk Clean Oil
Hydraulic Lift Tank
Pumps Starboard Turbine Generator
Space
Protection Starter Panel Lift
Elevator Mach.
Cover for Instruction Plate UP
Room
Filling Pipe for Steering Gear Lubricating Oil
Daily Tank
Starboard
UP Boiler GE Jacket Heater
Lift and Circulating
Hydraulic Oil Space Pump
Storage Tank DN Diesel Generator
Starter for Starboard
for Steering UP Control Panel
Steering Gear
Gear UP UP
Diesel Generator
Hand Pump for Autopilot Vent Vent Vent

Hydraulic Oil Control Box
Storage Tank GE Starting
Boiler Fuel Welding Air Reservoir
Oil Heaters Area
GE Starting
Stern Tube Air Compressors
Spare Boiler Fuel
Boiler Emergency
Oil Viscorator
Tubes LO Tank
Workshop Heavy Fuel Oil
Gas Oil Settling Tank (S)
Electrical Storage
Workshop Lift Tank (S)
Space
and Store Heavy Fuel Oil
Bunker Tank (S)
Low Sulphur
Tank (S)

Illustration 2.0d Location Plan of Engine Room - 2nd Deck Level Membrane Unit for
Nitrogen System No.2 440/230V Transformer
Accommodation
Air Conditioning Nitrogen Buffer Tank
Compressor Units Inert Gas Generator
Diesel Oil
No.2 No.2 Service Tank Heavy Fuel Oil
Oil Storage Auxiliary
Exhaust Fan Air Conditioning Nitrogen Generator Room Bunker Tank (P)
Compressor Units
No.1
Nitrogen Air
No.1 Compressors
DN UP Space for Piping

Heavy Fuel Oil
Settling Tank (P)
Chemical Storage No.2
Exhaust Fan
Hot Water 3.3kV
Circulation Transformer
3rd Stage Provision Refrigeration
Pumps Toilet Space
Feed Heater Compressor Units
Calorifier
Vent Vent DN
Air Heater No.2

Engine Control Low Voltage
Port
Room Switchboard No.2
Boiler DN
DN
Room 3.3kV
Switchboard
Seal Air Tel.
Fans Booth Room
No.2 Gauge Spare
Board Burners
No.1
Boiler
Vent Lift
Hood Space
Elevator
Room UP
Boiler
Control Gauge
Panel Board
No.1
Air Handling Unit 3.3kV
Lift
4.9/1.8bar Pressure DN Sootblower Switchboard
Relay Space
Reducing Valve Panel Starboard Room
UP No.1
Boiler
DN Compressor Unit Low Voltage
Air Heater
Switchboard Incinerator
Gas Oil
Vent Vent Room No.1
ECR and MSB Rms Service Pump
4.9/288mmHg Pressure
No.2 Air Conditioning 3.3kV
Reducing Valve Units
440/230V Transformer
Diesel Generator Transformer Space
Oxygen Room Exhaust Fan Compressor Unit
Room
HPU Accumulator
Solenoid Valve Board Stand for Cargo Solenoid Valve
Acet and Accumulator for Valves Stand for Cargo
Room Shipside Valves
Air Handling Unit
GT LO
Heavy Fuel Oil
Settling Settling Tank (S)
Spare Gear Store HPU for Cargo
Tank HPU for Ballast Remote Control
GT LO Remote Control
Storage Valve
Tank Valves HPU Ballast Acc. Stand
GE LO Heavy Fuel Oil
Settling Generator
Bunker Tank (S)
Tank Main Lubricating Main Lubricating Engine
Oil Settling Oil Storage Gas Oil
GE LO
Storage Tank Tank Service
Tank Tank


Illustration 2.0e Location Plan of Engine Room - Upper Deck Level
Paint General Deck

Store Store Store
Vent Vent
Economiser Port Boiler

Fin Tubes Economiser
Removable
Plate for
Forced Draught Fan
Control Panel for

Port Boiler
Port Boiler
Forced Draught Fan
Forced Draught Fan
No.2
Standby Forced
Draught Fan Engine Room
Standby Forced
Control Panel Hatch
Boiler Vent Draught Fan
Hood Room
UP
No.1
Control Panel for
Starboard Boiler Forced Draught Fan
Starboard Boiler
Forced Draught Fan
Incinerator
Starboard Boiler
Economiser
Vent Vent
Incinerator Room
High Expansion Foam/CO2 Room


Illustration 2.0f Tank Capacity Tables 1
CARGO TANKS FRESH WATER TANKS (Specific Gravity = 1.000)
( 100% Full, ( 98.5% Full,-163ºC) Centres of Gravity Centres of Gravity

( 100% Full, +20ºC) Capacity
-163ºC) L.C.G. V.C.G. Between L.C.G. V.C.G.
Compartment Compartment
Including Dome Excluding Dome Excluding Dome Excluding Dome Sounding From Midship Above B.L. Frames From Midship Above B.L.
M3 M3 M3 M3 M M3 Tonnes (M) (M)
(M) (M)
No.1 Cargo Tank 34,671.9 34,628.6 34,290.765 33776.404 37.349 81.200 22.885 Domestic FW Tank (Starboard) 17 - 25 289.2 289.2 -122.216 20.362
No.2 Cargo Tank 34,671.9 34,628.6 34,299.926 33785.427 37.346 36.200 22.885 Domestic FW Tank (Port) 17 - 25 289.2 289.2 -122.216 20.362
No.3 Cargo Tank 34,671.9 34,628.6 34,307.559 33792.946 37.367 -8.800 22.885 Distilled Water Tank (Starboard) 9 - 17 231.5 231.5 -127.772 20.399
No.4 Cargo Tank 34,671.9 34,628.6 34,281.634 33767.409 37.355 -53.800 22.885 Distilled Water Tank (Port) 9 - 17 231.5 231.5 -127.772 20.399
Total 138,687.6 138,514.4 137,179.884 135122.186 Total 1041.4 1041.4
FUEL OIL TANKS (Specific Gravity = 0.990) OTHER TANKS
Capacity Centres of Gravity Centres of Gravity

Capacity
Compartment Between 100% Full 95% Full L.C.G. V.C.G. Between L.C.G. V.C.G.
Compartment
Frames From Midship Above B.L. Frames From Midship Above B.L.
M3 M3 Tonnes (M) (M) M3 Tonnes (M) (M)
Aft Fuel Oil Tank (Starboard) 77 - 82 1253.3 1190.3 1178.7 -70.282 16.108 Heavy Fuel Oil Overflow Tank (Port) 69 - 77 122.7 121.5 -81.035 12.242
Aft Fuel Oil Tank (Port) 77 - 82 1253.3 1190.3 1178.7 -70.282 16.108 Bilge Holding Tank (Centre) 25 - 36 150.3 150.3 -114.119 1.871
Forward Fuel Oil Tank (Starboard) 115 - 131 974.1 925.4 916.2 109.310 18.999 Oily Bilge Tank (Centre) 36 - 39 53.6 53.6 -109.476 2.846
Forward Fuel Oil Tank (Port) 115 - 131 968.4 920.0 910.8 109.341 19.000 Stern Tube Cooling Tank (Centre) 10 - 25 220.5 220.5 -122.632 4.862
Heavy Fuel Oil Settling Tank (Starboard) 77 - 80 479.1 455.1 450.6 -74.943 16.108 Total 547.1 547.1
Heavy Fuel Oil Settling Tank (Port) 77 - 80 479.1 455.1 450.6 -74.943 16.108
Low Sulphur Tank (Starboard) 69 - 77 256.2 243.4 241.0 -80.526 18.806
Low Sulphur Tank (Port) 69 - 77 256.2 243.4 241.0 -80.526 18.806
Total 5919.7 5623.7 5567.5


Illustration 2.0g Tank Capacity Tables 2
WATER BALLAST TANKS (Specific Gravity = 1.025) GAS OIL TANKS (Specific Gravity = 0.850)
Capacity Centres of Gravity Capacity Centres of Gravity

Between L.C.G. V.C.G. L.C.G. V.C.G.
Compartment Compartment Between 100% Full 95% Full
Frame From Midship Above B.L. From Midship Above B.L.
M3 Tonnes Frames
(M) (M) M3 M3 Tonnes (M) (M)
Fore Peak Tank (Centre) 139 - F.E. 1978.6 2028.1 130.157 12.184 Gas Oil Storage Tank (Starboard) 69 - 73 91.9 87.3 74.2 -82.700 18.807
No.1 Side Tank (Centre) 115 - 131 2879.9 2951.9 109.495 8.342 Gas Oil Storage Tank (Port) 69 - 73 91.9 87.3 74.2 -82.700 18.807
Generator Engines
No.2 Side Tank (Starboard) 108 - 115 2343.9 2402.5 86.265 10.860 73 - 77 49.1 46.6 39.7 -79.500 24.714
Gas Oil Storage Tank (Starboard)
Inert Gas Generator
No.2 Side Tank (Port) 108 - 115 2343.9 2402.5 86.265 10.860 Gas Oil Storage Tank (Port) 73 - 77 99.2 93.3 79.3 -81.009 24.714
No.3 Side Tank (Starboard) 104 - 108 4234.5 4340.4 58.513 13.751 Total 331.1 314.5 267.4
No.3 Side Tank (Port) 104 - 108 4234.5 4340.4 58.513 13.751
No.4 Side Tank (Starboard) 99 - 104 2749.2 2817.9 36.128 8.003

LUBRICATING OIL TANKS (Specific Gravity = 0.900)
No.4 Side Tank (Port) 99 - 104 2749.2 2817.9 36.128 8.003
Capacity Centres of Gravity
No.5 Side Tank (Starboard) 95 - 99 4514.4 4627.2 13.699 13.079 Compartment Between 100% Full 95% Full L.C.G. V.C.G.
Frames From Midship Above B.L.
M3 M3 Tonnes (M) (M)
No.5 Side Tank (Port) 95 - 99 4514.4 4627.2 13.699 13.079
Main Engine LO Sump Tank (Centre) 40 - 45 69.5 66.0 59.4 -105.536 2.746
No.6 Side Tank (Starboard) 90 - 95 2773.1 2842.4 -8.795 7.954
Main Engine LO Storage Tank (Starboard) 63 - 71 98.4 93.5 84.1 -85.900 24.713
No.6 Side Tank (Port) 90 - 95 2773.1 2842.4 -8.795 7.954
Main Engine LO Settling Tank (Starboard) 55 - 63 98.5 93.5 84.2 -92.301 24.715
Main Engine LO Gravity Tank (Port) 44 - 50 30.4 28.9 26.0 -101.900 16.556
No.7 Side Tank (Port) 86 - 90 3959.0 4058.0 -31.254 11.694
Generator Engine LO Storage Tank (Starboard) 50 - 53 20.4 19.4 17.5 -98.292 24.706
Generator Engine LO Settling Tank (Starboard) 50 - 53 16.0 15.2 13.7 -98.300 24.737
No.8 Side Tank (Port) 82 - 86 1926.6 1974.7 -50.948 8.754
Generator Turbine LO Storage Tank (Starboard) 50 - 53 16.3 15.5 13.9 -98.300 24.768
No.1 Cross Tank (Centre) 105 - 107 2033.1 2083.9 -58.698 5.979
Generator Turbine LO Settling Tank (Starboard) 50 - 53 16.5 15.7 14.1 -98.300 24.799
No.2 Cross Tank (Centre) 96 - 98 2042.7 2093.8 13.700 5.979
Stern Tube LO Sump Tank (Starboard) 29 - 32 7.9 7.5 6.7 -114.983 2.304
No.3 Cross Tank (Centre) 87 - 89 2033.1 2083.9 -31.302 5.979
Total 373.9 355.3 319.6
Aft Peak Tank (Centre) A.E. - 25 3504.5 3592.1 -128.484 14.479
Total 59,473.3 60,959.9

2.1 Steam Systems
2.1.1 Main Steam System
2.1.2 Bleed Steam System
2.1.3 Dump Steam Control System
2.1.4 10 Bar Steam System
2.1.5 6 Bar Steam System
2.1.6 Steam Drain and Deoiler System
2.1.7 Turbine Exhaust Steam System
2.1.8 Clean Steam Drains System
2.1.9 Safety Valves and Exhaust Steam System
Illustrations
2.1.1a Main Steam System
2.1.1b Desuperheated Steam System
2.1.2a Bleed Steam System
2.1.3a Sootblowing and Dump Steam System
2.1.4a 10 Bar Steam System
2.1.5a 6 Bar Steam System
2.1.6a Steam Drain and Deoiler System
2.1.7a Turbine Exhaust Steam System
2.1.8a Clean Steam Drains System
2.1.9a Safety Valves and Exhaust Steam System


Illustration 2.1.1a Main Steam System ESA
PI
To Funnel Top For Boiler Feed
To Desuperheated
PAL TIAL PX (Section 2.1.9a) Water Control
For PIAL DCS DCS LP Turbine DCS PIAH (Section 2.2.3a) Steam System
LS PI PX PX
Diesel DCS DCS (Section 2.1.2a)
PI Hot Start Valve Set at Set at
Generator 76 bar 76.5 bar
Auto Start PS PI On PGB
TI PS TX T79B
LS Astern Emergency Astern Cold Start T38B T38B
PI Manoeuvring Manoeuvring T145B
T606V DCS Valve Valves TIAHL
Valve
DCS Steam
Astern T73B T74B
Main Stop T640V Drum
PX Guard Valve T702V
Valve From T77B
HP Turbine T7 134B
For Boilers Desuperheated
Main Turbine 8B
No.2 Turbine Steam System
Generator PI Warming Up
T141B
T132B TX
T655V T615V Ahead Manoeuvring Valve T711V
TX TX
Inlet and Outlet Header

T653V T654V T614V T641V Emergency T37B
TX TX T52B T51B T51B T52B
To Atmos. Ahead Manoeuvring Set at Intermediate Header
Drain Tank PAL TIAL T659V T658V Valve 63.5 bar
DCS DCS T71B ESA No.2 Main Boiler
(Section 2.6.1a) Control DCS DCS
H
LS Spool Piece Air
T613V T612V (Normally
PIAL PS TX T645V Taken Out) T130B
For PS PI TI FX FX
DCS LS
Diesel
T14 T13
Generator T137B T56B T54B T54B T56B
2B 5B
Auto Start T605V
T604V T14 T13 T138B Water T69B T69B T131B
3B 6B Drum T57B T55B T55B T57B
T642V
T6
07V T639V T646V T602V
No.1 Turbine T6
08V T647V To Bilge Holding Tank
Generator T644V
T660V
To Atmospheric TOF
PX Water
T652V T610V T661V Drain Tank (2.1.8a) T601V T14 T13 T57B T55B T55B T57B
T138B Drum T69B T69B T131B
Turbine Override 3B 6B
T650V T651V T609V T643V (for Main Turbine Power T14 T13 T137B T56B T54B T54B T56B
Reduction) 2B 5B
To Atmos.
Drain Tank DCS Control
FX FX
(Section 2.1.8a) Air
T603V T130B ESA
PI Gov. Valve PI M LS DCS DCS
Set at H
63.5 bar No.1 Main Boiler
No.2 FWPT
T633V T629V T628V Intermediate Header
TI TX TX
T635V T37B T52B T51B T51B T52B
T71B
T637V T630V Inlet and Outlet Header
T636V
Steam T638V 632V TX TX
T141B T132B TX
Chest T631V Key
To Atmos.
Drain Tank Superheated Steam
(Section 2.1.8a) DCS T77B 134B
Desuperheated Steam
T617V T701V
PI Gov. Valve PI M LS Steam
T74B
Air T78B TIAHL Drum
No.1 FWPT DCS
622V T618V T73B Cold Start
TI
T624V Valves T38B T38B
Electrical Signal
T619V T145B
T625V LS
Steam T627V 621V Instrumentation Set at Set at
Chest T79B 76bar 76.5bar
T620V PIAH
Hot Start Valve PI PX PX To Sootblowers
To Atmospheric DCS For Boiler Feed
To Atmos. Boiler Feed Water Steam System
Drain Tank To Funnel Top Water Control
Drain Tank (Section 2.1.3a)
(Section 2.1.8a) (Section 2.1.9a) (Section 2.2.3a)
(Section 2.1.8a)
Issue: 1 Section 2.1.1 - Page 1 of 6


2.1 STEAM SYSTEMS • Boiler feed water pumps Station Selected to Manual
• Internal desuperheater The controller output will be blocked by the auto/manual station and a new
2.1.1 MAIN STEAM SYSTEM output, manually adjusted by the operator, will be transmitted through the
controller logic sequence. Indication of this condition will be shown on the
Desuperheated Steam Consumers
DCS graphic screen and will be shown as MAN on the controller faceplate.
Introduction
• 15.0 bar range - via pressure reducing valve T707V
The superheated steam system pipes are connected with valves at strategic
The main steam system, supplied by the boilers, consists of the superheated • 10.0 bar range - via pressure reducing valve points, so that either boiler can supply steam to any of the superheated steam
steam and the desuperheated steam systems.
• 6.0 bar range - via pressure reducing valve T402V consumers.
Superheated steam condition: 60.3 bar and 515°C • 4.9 bar range - via pressure reducing valve T307
Desuperheated steam condition: 60.3 bar and 278°C • 1.8 bar range - via pressure reducing valve T52V Procedure for Warming Through the Superheated Steam
Pipelines
• 0.1 bar range - via pressure reducing valve T14V
Superheated steam is generated by steam being led from the steam drum to
a superheater section in the furnace. The outlet temperature of the steam is The procedure for warming through the superheated steam pipe system from
Superheated steam from the boilers is led to a manifold from which the a cold state is based on the principle that the steam pipes are part of the boiler
achieved by the control of an attemperation valve fitted in between the fourth
consumers are supplied. The manifold is fitted with vent valves T79B and and must be warmed through at the same time as the boiler. However, when the
and fifth pass of the superheater. Some of the steam is diverted via this valve
T77B, leading to the funnel area, which are opened whenever the main stop boilers are operational and a pipeline has been isolated, the following warming
into a desuperheater within the water drum. The steam passing through the
valve T71B is closed. Valve T77B is always fully opened and the rate of through procedure should be carried out:
desuperheater has the temperature reduced before it passes out and into the
superheated steam vented to the atmosphere is controlled by the ‘Hot Start’
superheater at the fifth pass. Regulating the quantity of steam passing through
valve T79B, which is operated via the DCS graphic screen T30-407-02 MAIN a) Ensure the drain valves are open on the pipelines to be warmed
the desuperheater controls the final superheated temperature of the steam. To
SUPERHEATED STEAM. Clicking on the vent valve T79B faceplate allows through. It may be necessary to open a stop valve to expose the
ensure that there is always a flow through the desuperheater, a line fitted with
it to be opened and manually controlled. drain lines to the length of pipe being warmed through. This is
an orifice bypasses the temperature control valve.
necessary when warming through the boiler feed water pump’s
This ensures that there is always a flow of steam in the superheater tubes and steam supply pipeline.
Superheat temperature control is set to 515°C and the system is designed
prevents any localised heating when the boiler is being fired up or shut down.
such that variations are limited to +/- 5°C during normal operation. Twin
The manifold also has valves T601V and T602V which divide the manifold in b) Open the main isolating valve bypass valve slowly to allow
temperature transmitters monitor the temperature of the superheated steam at
the event of a repair being required to any steam pipes in the system. steam to gradually warm through the pipeline.
the outlet of each boiler. A temperature difference between the two transmitters
results in alarm.
All the main isolating valves are fitted with bypass valves which allow the c) Observe water and eventually steam issuing from the drain
main steam pipes to be slowly warmed through from a cold condition, before valves. Initially the water will be drained to the bilge holding
The following alarms are connected for measuring the superheat temperature:
the main valves are opened. tank.
• Low temperature alarm which is inhibited if the boiler is not
running
Auto/Manual Selection d) As more steam escapes from the drains, shut in the drain valves
• High temperature alarm to maintain a manageable amount of steam escaping.
Each control function for this system in the DCS is fitted with an auto/manual
• High High temperature trip, set at 525°C (without delay) which station. This allows the operator to manually adjust the output from the
e) Allow a reasonable amount of time, depending on the length of
will stop the boiler and result in a main engine slowdown. controller if necessary. Split ranging of two control valves for make-up and
pipe involved, for the system to reach the temperature at which
dump control for one pressure range is controlled by one auto/manual station,
the full steam pressure can be employed. At this time slowly
Desuperheated steam is generated by passing steam from the superheater outlet which prevents make-up and dump taking place simultaneously.
open the main isolating valves and close the bypass valves.
to a desuperheater coil situated in the steam drum. The steam at superheated
pressure is then reduced by a series of pressure reducing valves to the
Station Selected to Auto f) Open the drain trap inlet and outlet valves to allow any water
desuperheated steam consumers.
The controller output will pass straight through the auto/manual station and be present in the steam pipeline to drain to the atmospheric drain
controlled by the logic sequence. Indication of this condition will be shown tank.
The main steam system supplies the following:
on the DCS graphic screen and will be shown as AUT on the controller
faceplate. The steam pipeline is now ready for use with the drain traps in use. Drain any
Superheated Steam Consumers water present to the atmospheric drain tank.
• Main turbine
• Turbine generators


Illustration 2.1.1b Desuperheated Steam System
DCS From
IP Bleed Steam
M From (Section 2.1.2a)
DCS
HP Bleed Steam - 20kg/cm2
T702V Control T110V From 3rd Stage of HP Turbine Control I
60.3/15.5 bar P DCS
From Air P (Section 2.1.2a) Air DCS
I Pressure Reducing Valve
Boilers
15.5/4.9 bar M T102V
Internal Set at Set at
Desuperheaters Pressure Reducing
25 bar 6.5 bar
(Section 2.1.1a) T706V T707V T708V T132V Valve T358V To
Boilers Air Heaters
T709V
T306V T307V T308V (Section 2.1.2a)
T701V
To 3rd Stage
DCS
Feed Water Heater
T309V (Section 2.1.2a)
I Control
T711V P Air
60.3/15.5 bar
Pressure Reducing Valve
Control Air LP Bleed
To Sootblowers DCS I From 3rd Stage
For Solo Running P
T715V T716V T717V (Section 2.1.3a) of LP Turbine
of the HP and LP Turbine T44V (Section 2.1.2a)
4.9 bar/230mmHg Set at
T718V 1.0 bar
Pressure Reducing X11V To SW Cooled
Valve Evaporator
From
DCS Main Condensate (Section 2.1.7a)
DCS
Control I
System X15V X14V X13V X18V
From Air P To Condensate
Main Condensate Control I No.1 Excess Cooled Evaporator
P
System Air Steam Dump (Section 2.1.7a)
T45V
To LS Valve Control Air
DCS I
Auxiliary P
Condenser X43V T226V T726V
No.1 External DCS
From Desuperheater 2.2 bar/722mmHg
DCS Control Air From
Main Condensate DCS I Vacuum
No.2 Excess S P Main Condensate
System Control Valve Dump
To LS Control I Steam Dump 4.9/1.8 bar System
P Air Locked Valve
Main No.2 External Air Valve T216V Pressure Reducing Valve
Condenser Open To Main Condenser
X42V Desuperheater LS
(Section 2.1.7a)
X51V X52V X53V X27V X28V X27V X31V
DCS
T227V T728V T730V T719V
To Auxiliary Condenser
I DCS
Control Air P T46V X83V X32V
(Section 2.1.7a)
15.5/10 bar Control I
Air P
Pressure Reducing Valve From
Main Condensate System To Main Turbine
To Deaerator
Gland Steam
To Inert Gas
Generator Dryer
T357V
DCS
To Boiler Burner From Main Feed
Control I T313V GS Atomising Steam Pump Exhaust
P 10.0/6.0 bar Set at
Air Pressure Reducing Valve Air 6.6 bar
(Section 2.1.7a) Key
T314V T356V T406V
System To Engine Room
Desuperheated Steam
T401V T402V T403V
and Accommodation
Auxiliary Steam Heating
Desuperheater
T404V Condensate
To Cargo Steam System and Forward HFO Tank Heating
T325V
Air
To Boiler Fuel Oil Heaters and Boiler Flame Steam Smothering
To Generator Turbines Gland Steam Sealing Electrical Signal


Desuperheated Steam System Procedure for Warming Through the Desuperheated Steam CAUTION
Pipelines All control valves are fitted with manual hand jacks to allow the operator
The steam from the desuperheater in the boiler steam drum is led to a manifold to manually adjust the physical position of the control valve against the
from where the various pressure ranges are supplied. The manifold is fitted It is assumed that a boiler is being fired and the steam pressure is slowly valve positioner, which is controlled by the DCS. There is no indication
with isolating valves T702V and T701V, each with a bypass valve. One of increasing. The HP bleed motorised valve T110V is set to automatic and will within the DCS of this mode of operation being used. As a result, the
the isolating valves is closed when a boiler is shut down. The steam from the be closed. Adjust the set point on the 60.3/15.0 bar range control valve T707V operator must be constantly aware, as with all manual jacks, of the
manifold, at a pressure of 60.3 bar, is led to the following services: to zero, which will close the valve. possibility of the jack being positioned or moving due to the effects
of vibration.
• Solo running of the HP and LP turbines
a) The set points on the following control valves should be set
• Dumping excess steam to either the main or auxiliary to their normal automatic positions, which will cause them to (Note: Failure of pressure transmitters, which are not duplicated, will result in
condensers, via the external desuperheaters open due to zero pressure in the range: the affected loop being automatically forced to the manual position by
• To the port and starboard boiler sootblowers, via pressure the control system and an alarm will be generated to warn the operator.
• 15.5/10.0 bar range valve This situation will not affect the plant unduly when operating under
reducing valve T716V
• 10.0/6.0 bar range valve T402V steady conditions, but during manoeuvring conditions the plant may
A pressure reducing control valve T707V is also fitted to reduce the pressure be disturbed. During this time it is likely that the ECR and engine
• 15.5/4.9 bar range valve T307V
to 15.5 bar. From this initial pressure the steam is controlled down to various room will be manned and corrective action can be taken.)
pressure ranges which are used for the following services: • 4.9/1.8 bar range valve X52V
• 10.0 bar range - main turbine gland sealing, inert gas generator • 2.2 bar/722mmHg range dump valve X28V Pressure transmitters that are duplicated and have their outputs processed via
dryer heater, burner atomising and via an external desuperheater, two transmitters will not present a failure if one fails. An alarm will sound and
• 4.9/230mmHg range valve X14V.
to the burner flame steam smothering, generator turbines’ gland the healthy transmitter will take over automatically as the input signal for the
sealing, cargo system, fuel oil heating and the 6.0 bar range. control loop.
b) Open the steam and condensate return valves on the selected
• 6.0 bar range - air conditioning units heating, various tank HFO tank.
heating, FW calorifier, purifier heaters. 15.0 bar Range
c) Open the drain trap inlet and outlet valves on each range,
• 4.9 bar range - 3rd stage feed water preheater, boiler air allowing drains to pass to the atmospheric drain tank. At full away conditions at sea the 15.5 bar range is supplied by the HP bleed
heaters. steam from the HP turbine. When the HP bleed is not available or when the
• 1.8 bar range - excess steam dump to main or auxiliary d) Open the drain trap inlet and outlet valves on the burner vessel is manoeuvring and the HP bleed pressure is insufficient, the pressure is
condensers and make-up to deaerator heating steam. atomising steam pipe lines, allowing drains to pass to the maintained from the desuperheated steam system via pressure reducing control
atmospheric drain tank. valve T707V.
• 230mmHg range - evaporator heating steam.
e) Slowly open the 60.3/15.0 bar range control valve warming A pressure control loop controls the two control valves in a split range, with a
During normal full away at sea conditions, steam is provided by the HP, IP through/bypass valve T709V to admit steam into the system. single pressure transmitter providing the measured value to the loop. The range
and LP bleed steam from the main turbine. Any deficiency due to high steam provides make-up steam to the lower pressure ranges and boiler sootblowers.
demand will be made up from the desuperheated system. During manoeuvring f) As the pipeline temperature reaches the operating range, the set
or stopped conditions, where HP, IP and LP bleed steam is not available, point on the 60.3/15.0 bar range control valve can be manually (Note: If the pressure reducing control valve T707V fails, it will revert to the
steam will be supplied by the desuperheated steam system. increased from 0 bar to 15 bar over a period of time. open position. A failure of the control system that opens the valve will
not have a significant effect, other than to lift the safety valve T132V
The desuperheated steam system can be controlled and monitored from the As the pressure approaches the set point on each pressure range, the control on the 15/4.9 bar range. When steam is being supplied by the high
DCS graphic screen T30-407-01 DESUPERHEATED STEAM SYSTEM. By valves will begin to close and eventually control the pressure. Any further pressure bleed, a fault in the DCS which causes the valve to adopt
clicking on the faceplate of the various control valves. This opens the faceplate increase will cause the dump valve T28V to open. the closed position will not present a problem as the valve is used to
and allows the valve to be controlled manually if required. control make-up steam which, under optimum conditions, should be
minimal.)
A safety valve is fitted downstream of the pressure reducing control valve

T707V and is set at 25 bar


Illustration 2.1.1b Desuperheated Steam System
DCS From
IP Bleed Steam
M From (Section 2.1.2a)
DCS
HP Bleed Steam - 20kg/cm2
T702V Control T110V From 3rd Stage of HP Turbine Control I
60.3/15.5 bar P DCS
From Air P (Section 2.1.2a) Air DCS
I Pressure Reducing Valve
Boilers
15.5/4.9 bar M T102V
Internal Set at Set at
Desuperheaters Pressure Reducing
25 bar 6.5 bar
(Section 2.1.1a) T706V T707V T708V T132V Valve T358V To
Boilers Air Heaters
T709V
T701V
To 3rd Stage
DCS
Feed Water Heater
T309V (Section 2.1.2a)
I Control
T711V P Air
60.3/15.5 bar
Pressure Reducing Valve
Control Air LP Bleed
To Sootblowers DCS I From 3rd Stage
For Solo Running P
T715V T716V T717V (Section 2.1.3a) of LP Turbine
of the HP and LP Turbine T44V (Section 2.1.2a)
4.9 bar/230mmHg Set at
T718V 1.0 bar
Pressure Reducing X11V To SW Cooled
Valve Evaporator
From
DCS Main Condensate (Section 2.1.7a)
DCS
Control I
System X15V X14V X13V X18V
From Air P To Condensate
Main Condensate Control I No.1 Excess Cooled Evaporator
P
System Air Steam Dump (Section 2.1.7a)
T45V
To LS Valve Control Air
DCS I
Auxiliary P
Condenser X43V T226V T726V
No.1 External DCS
From Desuperheater 2.2 bar/722mmHg
DCS Control Air From
Main Condensate DCS I Vacuum
No.2 Excess S P Main Condensate
System Control Valve Dump
To LS Control I Steam Dump 4.9/1.8 bar System
P Air Locked Valve
Main No.2 External Air Valve T216V Pressure Reducing Valve
Condenser Open To Main Condenser
X42V Desuperheater LS
(Section 2.1.7a)
X51V X52V X53V X27V X28V X27V X31V
DCS
T227V T728V T730V T719V
To Auxiliary Condenser
I DCS
Control Air P T46V X83V X32V
(Section 2.1.7a)
15.5/10 bar Control I
Air P
Pressure Reducing Valve From
Main Condensate System To Main Turbine
To Deaerator
Gland Steam
To Inert Gas
Generator Dryer
T357V
DCS
To Boiler Burner From Main Feed
Control I T313V GS Atomising Steam Pump Exhaust
P 10.0/6.0 bar Set at
Air Pressure Reducing Valve Air 6.6 bar
(Section 2.1.7a) Key
T314V T356V T406V
System To Engine Room
Desuperheated Steam
T401V T402V T403V
and Accommodation
Auxiliary Steam Heating
Desuperheater
T404V Condensate
To Cargo Steam System and Forward HFO Tank Heating
T325V
Air
To Boiler Fuel Oil Heaters and Boiler Flame Steam Smothering
To Generator Turbines Gland Steam Sealing Electrical Signal


CAUTION The control valve X52V is therefore controlled by two loops, one measuring a
If high pressure bleed steam is not available, for example when value from the 4.9 bar range and one measuring a value from the 1.8 bar range.
manoeuvring and valve T707V fails to the closed position, it will mean no A high signal selector differentiates between whether the action is make-up or
steam being available downstream for atomising steam to the boiler fuel dump.
oil burners and for fuel oil heating. As a result both boilers will trip.
Any overpressure in the 1.8 bar range causes the pressure control valve X28V
10.0 bar Range to open and dump excess steam into the main condenser.
The system is supplied from the 15.5 bar range via pressure control valve and Two transmitters are used for control, indication and alarm and provide the
is described in section 2.1.4 10.0 bar Steam System. measured value for the pressure control loop. The output from the loop is also
used to control the 4.9/1.8 bar make-up/dump control valve X52V and the
6.0 bar Range dump control valve X28V.
The system is supplied from the 10.0 bar range auxiliary desuperheater via
pressure control valve T402V and is described in section 2.1.4 6.0 bar Steam 0.1 bar Range
System. This range is supplied by reduced steam from the 4.9 bar range via the pressure
reducing valve X14V and LP bleed steam from the LP turbine when at full
A safety valve is fitted downstream of the pressure reducing valve T402V and away conditions. The range supplies the evaporators’ heating steam and a
is set at 6.6 bar. single pressure transmitter provides the measured value to the control loop
which controls valve X14V.
4.9 bar Range
The supply is reduced from the 15.0 bar range by the pressure reducing valve
T307V before supplying the 3rd stage feed water preheater, boiler air heaters
and the 1.8 bar and 0.1 bar ranges. At full away conditions at sea the 5.0 bar
range is supplied by the IP bleed steam from the HP/LP turbine crossover
pipeline, which can be isolated by the motorised valve T102V. Two transmitters
are used for control, indication and alarm and provide the measured value for
the pressure control loop. The output from the loop is also used to control the
5.0/1.8 bar make-up/dump control valve X52V. The loops controlling pressure
reducing valves T307V and X52V are arranged so that make-up and dump do
not take place at the same time, unless both the 5.0 bar and 1.8 bar pressure
ranges are low.
A safety valve is fitted downstream of the pressure reducing valve T307V and
is set at 6.5 bar.
1.8 bar Range

This range is supplied either by exhaust steam from the boiler feed water pump
turbines or make-up from the 4.9 bar range. The range supplies heating steam
to the deaerator or, in the case of excess steam, dumps to the main or auxiliary
condensers.
The 4.9/1.8 bar make-up/dump control valve X52V initially controls the IP
bleed steam pressure. If the IP/4.9 bar range pressure rises above the set point
the control valve X52V will open and dump steam into the 1.8 bar range. The
valve will also open if the pressure in 1.8 bar range reduces to below the set
point for that system.


Illustration 2.1.2a Bleed Steam System To
T126V
Fresh Water
To Safety T44V Generators
Manifold T125V
Control Control
TI T105V CI Air
T120V PI Air From
TI
T268B TI Main Condensate
1st Stage Feed DCS System
LX
LX DCS Water Heater
Port Boiler 3rd Stage Feed
PI PI Air Heater Water Heater
TI
TI P
I
T129V
P
I To Atmospheric
PI Drain Tank
DCS To Atmospheric T127V
T145V T146V T104V
(Section 2.1.8a)
T103V
T147V To PX CI TI T128V
T365B T365B T269B
Deaerator
T363B
TX
From
15.0/4.9 bar TI
Pressure Reducing LP
DCS
Valve (Section 2.1.4a) Turbine TX TI
DCS
To Deaerator and TIAH
TI DCS
Key Fresh Water
DCS
Generators
(Section 2.1.7a) I Control
P
Superheated Steam Air
M TX TI PI
PI
DCS
Desuperheated Steam
T142V T102V T101V PX DCS
To
Condensate Desuperheatered T144V
Steam System Gland Steam Receiver PX
(Section 2.1.3a) T143V
Air
PI From
From DCS
PX PI
Electrical Signal 0.1/-0.9 bar 10bar
Boilers Internal
Desuperheaters To Steam
Instrumentation (Section 2.1.1a) Atmospheric T131V
System
10.0/0.1 bar
Drain Tank (Section
T711V (Section 2.1.8a) 2.1.4a)
HP
Turbine
T709V Flash
T706V
To Chamber
Safety
T363B
61.5/15.5 bar Manifold
T365B T365B T269B PRV (Section
T707V 2.1.9a) T645V
DCS P
I
T708V
T114V
From
TI Control Distilled
Starboard Boiler Set at
PI PI Control M T110V Air Water Tank
Air Heater 25 bar PI
Air T132V
Section 2.2.2a)
TI
TI
T268B To Deck
To 15.0/10 bar
Pressure Scupper Portable Pipe, (Normally taken Off) for Solo Running
Reducing Valve Fitted to Allow Desuperheated Steam
(Section 2.1.4a) to be Supplied to the HP and LP Turbine Superheated Steam
Supply from Boilers


2.1.2 BLEED STEAM SYSTEM Intermediate Pressure (IP) Bleed Steam
At full away conditions at sea the IP bleed steam supplies the 4.9 bar range
Introduction which supplies steam to the 3rd stage feed water preheater and the boiler air
heaters. The IP bleed supply pipeline can be isolated by the motorised valve
The bleed steam system consists of three pressure ranges: T102V, which is opened manually and closed automatically by the bleed steam
pressure transmitter responding to predetermined bleed steam pressures. When
• High pressure (HP) at 15.5 bar, extracted from the 3rd stage of the vessel is manoeuvring and the IP bleed steam is unavailable or insufficient,
the HP turbine. the 4.9 bar range is made up from the 15.0 bar range via reducing control valve
• Intermediate pressure (IP) at 4.9 bar, extracted from the T307V.
crossover pipe between the HP and low pressure (LP) turbine.
• Low pressure (LP) at 0.1 bar, extracted from the 3rd stage of the Low Pressure (LP) Bleed Steam
LP turbine. At full away conditions at sea the LP bleed steam supplies the 0.1 bar range,
which provides steam to the 1st stage feed water preheater and to the evaporator
The HP and IP pressure ranges have non-return check valves fitted to prevent heating coils. When the main turbine changes over to a manoeuvring condition,
steam returning to the turbines in the event of a malfunction in the system. the evaporator heating steam supply is made up by the 0.1 bar range, by the
The HP and IP pressure ranges also have motorised valves T110V and T102V, pressure transmitter operating the 4.9/0.1 bar pressure control valve X14V. The
controlled by pressure transmitters, which open when the vessel is in the full LP bleed steam valve X44V is a non-return type and will prevent desuperheated
away condition and the bleed pressure is sufficient to supply the desuperheated steam passing into the LP turbine and the 1st stage feed water heater.
steam range. The LP pressure range has a non-return check valve fitted before
the 1st stage feed water preheater and a manually operated non-return valve (Note: If the pressure reducing control valve X14V fails, it will revert to
X44V, fitted before the 0.1 bar range to the evaporators’ heating steam the closed position. This will result in the evaporators losing heating
manifold. The bleed steam pipeline drain valves are automatically operated steam, but there will be no immediate effect on the main plant. If the
and are closed in the full away condition at sea. When the main turbine control valve fails to the open position, the increase in pressure will lift the
system changes from the normal (full away) condition to the manoeuvring safety valve X11V.)
condition, the valves are automatically opened.
The bleed steam system can be controlled and monitored from the DCS graphic
Level Controls for First and Third Stage Feed Water Heaters
screen T30-407-01 DESUPERHEATED STEAM SYSTEM. By clicking on
The levels are controlled by the DCS which operates a regulating valve on
the faceplate of the various control valves opens the faceplate and allows the
the condensate outlet line from the heater. This ensures that the heating steam
valve to be controlled manually if required.
gives up its maximum possible enthalpy to the feed water, rather than passing
out of the heater in a similar condition. The condensate level is monitored by
High Pressure (HP) Bleed Steam the DCS which responds accordingly.
At full away conditions at sea the HP bleed steam supplies the 15.5 bar range.
The HP bleed supply pipeline can be isolated by the motorised valve T110V, The two level controls are pure PID level controllers for controlling the
which is manually opened but closed automatically by the bleed steam pressure condensate levels within the respective heaters. Adjusting the level will have a
transmitter responding to predetermined bleed steam pressures. When the beneficial effect on the outlet feed water temperature and the subsequent effect
vessel is manoeuvring and the HP bleed pressure is insufficient, the pressure on the overall plant efficiency.
is maintained in the 15.5 bar range from the desuperheated steam system via
reducing control valve T707V. This function is accessed from DCS graphic screen T30-412-02 CONDENSATE
SYSTEM for the first stage heater and graphic screen T30-453-01 FEED
(Note: A failure of the control system that opens the valve will not cause WATER SYSTEM for the third stage feed heater. There should be no need
the main turbine to trip or cause a reduction in turbine power. When for the operator to make changes to the level control unless it is necessary
steam is being supplied by the high pressure bleed, a fault in the DCS to manually control the valves.
which causes the valve to adopt the closed position will prevent steam
being available to the steam ranges. This should not present a problem
as steam demand will be met by make-up steam via valve T707V.
A similar situation will exist should the motorised valve T110V
inadvertently close when supplying HP bleed steam.)


Illustration 2.1.3a Sootblowing and Dump Steam System To Safety
DCS Manifold DCS
(Section 2.1.9a)
To Control I I Control Key
Automatic Start Air P Set at P Air
Interlock Device Control T207V 16.2 bar
T203V 61.5/15.5 bar Desuperheated Steam
Air LS T201V PRV
LS
Condensate
T206V T284B T205V T717V T716V T715V
For 61.5/15.5 bar DCS PX PI PX To Deck Air

208V 209V
PRV and 15.7 bar Scupper T718V
Dump Steam Valve Electrical Signal
PS PS PIAL
Starboard Boiler Port Boiler DCS
Sootblowers Sootblowers Instrumentation
R8 R8
R7 R7
DCS
R6 R6
DCS From
Main Condensate
System
S Control I
To 61.5/15.5 bar Control P
R5 R5 Air
Pressure Reducing Valve Air T216V
T707V
R4 R4
R3 To Safety R3
Manifold No.1 Excess
Steam Dump
(Section 2.1.9a) Valve DCS
T702V
From No.1 External
R2 R2 Valve Locked Open
Boilers Internal LS PI Desuperheater TX TI To Main or
Desuperheated Auxiliary
Steam System Condenser
(Section 2.1.1a) T719V T730V T726V T727V T226V
R1 R1 (Section 2.1.7a)
DCS
Control TX PI PX PS
I
T720V T724V Air P PI
L2 L2 T701V
T711V
TIAH PIAH Dump
T721V T725V DCS
Control I DCS DCS Valve
P DCS
Air Interlock
L1 Control Control L1
Air Air
To Main Turbine No.2 Excess From
Steam Dump No.2 External Main Condensate
210V Solo Running Valve
T213V Desuperheater System
LS LS LS LS
T728V T729V T227V
T211V T285B T285B T214V DCS
Control I PI
T212V T215V Air P From Main
Condenser
Pump
To Atmospheric Discharge
To Bilge Holding Tank (Section 2.1.8a)
(Section 2.6.1)


2.1.3 DUMP STEAM CONTROL SYSTEM 2. Gas pressure - calculates the quantity of gas required to satisfy the plant load The following valves should be manually set up prior to using the system.
and compares this with the supply available, the steam flow resultant, giving a
signal to the dump steam system. Position Description Valve
Introduction
3. Output of both boilers - compares the superheat steam pressure with the Open System manual isolating valve T719V
The vessel’s steam systems incorporate two separate steam dump control master signal set point. The set point can be influenced by other parts of the Open Excess steam dump valve isolating valves T726V, T727V
systems, a high pressure system and a low pressure system, each one protecting combustion control system, such as the boilers being set for manoeuvring or
the system to which it is designated. T728V, T729V
full away
Open External desuperheater isolating valves T226V, T227V
Dump Steam Desuperheaters 4. The position of the main turbine manoeuvring valves - their position Open Condensate to ancillaries root valve M15V
in millimetres of travel is converted to a signal relating to a percentage of
Maker: Donghwa Entec Open External desuperheater strainer isolating valves M52V
maximum steam flow. This signal then acts to limit the opening of the dump
No. of sets: 2 valve to prevent overloading of the condenser. M53V
Type: Venturi type desuperheater
5. The natural boil-off gas (NBO) available - if the NBO available is less than Open All instrumentation valves
Inlet temperature: 282°C
Outlet temperature: 160°C that required, the DCS will shut in the steam dump system. Open All drain trap valves
Steam flow capacity: 30,000kg/h (maximum)
(Note: The dump system does not trip in the event of low steam pressure,
which could result in an automatic power reduction on the main Low Pressure Excess Steam Dump System
High Pressure Excess Steam Dump System turbine. It will remain open as long as the vapour header pressure
is higher than the HIGH SET NBO mb. It will, however trip if both The feed pump exhaust steam and crossover bleed steam systems, exhaust to
boilers trip.) the deaerator and to the evaporators. Should supply exceed demand, a dump
When burning gas, it is possible for the supply of gas to the boilers to exceed
valve T28V controlled by the DCS will be opened to maintain the pressure at
the fuel requirement. Under these circumstances the excess steam produced is
The DCS will operate the system by fully opening the isolating valve T730V 1.8 bar.
dumped to the main or auxiliary condensers, which is preferable to venting the
gas to atmosphere. The dump system is set to operate at 61.8 bar in Full Away and opening the dump valve to the extent required. Steam flow is measured
through the dump system and water spray is applied to the desuperheaters in The 1.8 bar steam system takes exhaust steam from the feed pump turbines or
mode and 61.3 bar in Manoeuvring mode.
proportion to the flow. Normal operation of the system directs the dump steam make-up steam from the 5.0 bar system and sends it to the deaerator. It also
to the main condenser if the DCS determines that the vacuum is within limits. provides heating steam to the distillation plant.
The dump valve is opened for 65 seconds only and the steam feed forward
signal, which passes to the master control circuit, is inhibited for this period. In the event that the main condenser is unavailable, the auxiliary condenser is
used. The 4.9 bar system also receives steam from the Intermediate Pressure (IP)
bleed. When this steam is in excess of demand it is dumped to the 1.8 bar
Operation of the Main Excess Steam Dump Valve All valves in the system after the excess steam dump valves, have sealing system. This can lead to a situation where the 2.2 bar system is receiving more
water supplied from the main condensate system to prevent loss of vacuum steam than is being utilised and therefore it needs be dumped to one of the
This system is operated from DCS graphic screen T30-452-12 DUMP AND through leaking glands. condensers.
GAS BURNING LIMIT CONTROL.
The following steam valves involved in this system can be accessed from the The 4.9/1.8 bar make-up/dump control valve X52V controls the following:
The steam is dumped from the main boiler desuperheated steam system, graphic screen, T30-452-12 DUMP AND GAS BURNING LIMIT CONTROL • The pressure in the IP bleed line. If the pressure rises above the
through the section supplying the sootblowers. The system consists of two and operated in manual mode if required. set point it will open to dump steam into the 1.8 bar system.
separate steam dump systems with control valves and two independent
external desuperheater units. These units are supplied with spray water from • When pressure in the 2.2 bar line reduces below the set point, it
Position Description Valve
the main condensate system. will open to provide make-up steam into the 1.8 bar line.
Opens Main dump steam isolating valve T730V
The cooled, desuperheated steam from both of the units is passed back into one Regulates No.1 excess steam dump valve None The valve is therefore controlled by two loops, one having a measured value
main dump steam line, which then passes to either the main or the auxiliary from the 4.9 bar line and one having a measure value from the 1.8 bar line. A
Regulates No.2 excess steam dump valve None
condenser. high signal selector differentiates between the action to make-up or dump. Any
Regulates No.1 external desuperheater spray valve None overpressure on the 1.8 bar line is compensated for by the dump valve X28V
The dump steam system is controlled by signals from the following: Regulates No.2 external desuperheater spray valve None to the condenser.
1. Steam flow - from both boilers Two transmitters are provided to measure the 1.8 bar system pressure.


The loop consists of two transmitters for control, indication and alarm to
provide redundancy and ease of maintenance of the transmitters. The output
from the loop is used to provide the measured value to the loop controlling the
4.9/1.8 bar make-up/dump valve X52V and also to the loop controlling the 1.8
bar dump control valve X28V.
The loop controlling the 4.9/1.8 bar make up/dump control valve and the 1.7
bar dump control valve is arranged so that make-up and dump do not take place
at the same time. Valves X52V and X28V operate in split range with a dead
central band.
The system can be viewed and access to the valves gained through graphic
screen T30-407-01 DESUPERHEATED STEAM SYSTEM.
The system should always be available while the plant is on line. The following
valves in the excess steam dump system are controlled by the DCS.

Regulates 1.8 bar excess steam dump valve X28V
The following valves should be manually set up prior to using the system.

Open 1.8 bar excess steam dump isolating valves X27V, X29V
Open Dump to main condenser X31V
or
Open Dump to auxiliary condenser X32V
All valves in the system after the excess steam dump valves have sealing water
supplied from the main condensate system to prevent loss of vacuum through
leaking glands.


Illustration 2.1.4a 10 Bar Steam System
To Crossover Bleed Steam Line
(Section 2.1.2a) To Safety Manifold
(Section 2.1.9a)
Control I DCS DCS PX DCS
Air P To T341V T329V
PI Cargo Steam T344V T332V
15.5/4.9 bar T358V Control I T343V T331V
Pressure Reducing Setting System and Forward Air P DCS
6.5 bar Heavy Fuel Oil T34
Control I Valve To Deck 6B
P DCS Storage Tanks Control I
Air T306V Scupper
Air P T334V
T307V T308V
T312V
T226B T226B
To Main Turbine T310V T311V

Gland Steam T309V T345V T333V
Receiver PIAL To
To Atmospheric
DCS
Inert Gas Generator DCS
Drain Tank
Dryer Heater DCS TIAHL To Deck
DCS (Section 2.1.8a)
T301V PX PX PI Scupper
15.5/10 bar To
TI TI TX TX Setting PI
Pressure Reducing Valve 11.0 bar T325V 10.0/6.0 bar Fuel Oil Fuel Oil
T323V Pressure In In
T328V T327V Auxiliary Steam Reducing LS 254B LS T254B LS
LS LS
357V Desuperheater Valve
T313V
Control
Air T326V (2.1.5a) T253B T255B T253B T255B
LS PX M849
From GS Air Aft Burner T256B Aft Burner T256B
86.5/30 bar M848 M847 M846
System PRV
Control I T314V To
P DCS PI LS LS
Air P DCS Atmospheric
PX PI I M850 M845 M844
61.5/15.5 bar Drain Tank
Pressure Reducing Valve From Boiler (Section 2.1.8a)
Control 209B 244B T209B T244B
Feed Water Pump
Air (Section 2.2.3a)
Set at T708V T707V T706V
25 bar
To LS 254B LS T254B
To Excess Dump T719V To Sootblowers LS LS
T132V Generator Turbine
T709V Desuperheaters (2.1.3a) (2.1.3a) Gland Sealing
From Boilers T253B T255B T253B T255B
Internal Desuperheaters (2.1.1a) Steam
T25 T25
To Safety Manifold Forward Burner 6B Forward Burner 6B
(Section 2.1.9a)
Boiler Burner
DCS Chemical Cleaning LS LS
T315V Bench
From Viscorator Fuel Oil Out
T209B T244B T209B T244B
M Port Boiler Starboard Boiler

To Deck TX
Scupper T316V T317V PS For Low Pressure Trip PS For Low Pressure Trip
PI DCS DCS
S
M PI PI
From T319V
No.2 Boiler FO Heater PX PIAL PX PIAL
HP Bleed Steam T318V 197B T321V PX PX
DCS DCS
Supply from
HP Turbine T353V
T348V T349V Key
(Section 2.1.2a)
T355V T336V T337V
No.1 Boiler FO Heater Desuperheated Steam
T347V
T320V
T188B T188B T352V T339V T335V
T354V Air
TX T351V T350V
Smothering Steam Condensate
T339V T338V
To Drain Cooler
Fuel Oil
(Section 2.1.6a)
Electrical Signal
Control To Oily Bilge Tank
Fuel Oil In
Port Boiler Starboard Boiler Air (Section 2.6.1) Instrumentation


2.1.4 10.0 BAR STEAM SYSTEM (Note: If the 15.5/10 bar pressure control valve T231V fails it reverts to
the closed position. Failure of this valve will mean that no steam is
available downstream for the atomising steam to the boiler fuel oil
Introduction burners and fuel oil heating. Unless the boilers are 100% gas burning,
it is very likely to result in the loss of both boilers. The 86.5/30 bar
The system is supplied from the 15.5 bar range via 15.5/10 bar pressure control pressure control valve also fails to the closed position. Loss of spray
valve and supplies the following services: water will cause the temperature to rise but other control loops, such
• Inert gas generator dryer heater as the fuel oil temperature control, will compensate.)
• Main turbine gland sealing steam receiver
(Note: If the pressure reducing control valve T307V (15.0/4.9 bar steam
• Port and starboard boilers burner atomising steam pressure control) fails, it will revert to the open position. This will
• Auxiliary external desuperheater which supplies: not affect the turbine as there is a non-return valve T101V in the IP
bleed pipeline. An increase in the 15.0 bar range will cause a dump of
• Generator turbines gland sealing steam steam to the 1.8 bar range and any further increase in pressure will be
• Boiler fuel oil heaters relieved by the safety valve T358V, which is set at 5.5 bar. A control
system fault which causes the valve to close will not present a problem
• Forward fuel oil bunker tanks heating when steam is being supplied by the IP bleed. If the IP bleed steam
• Cargo system heating is not available, or the motorised valve T102V inadvertently shuts,
there is still no immediate problem, however make-up steam may
• Burner flame steam smothering
not be available to the 0.1 bar range and the FW evaporators will be
• 6.0 bar steam range affected.)
Auxiliary Desuperheater Main Turbine Gland Steam

Maker: Donghwa Entec The gland sealing steam pressure is controlled by a single control loop, with
No. of sets: 1 the controller driving the two control valves in a split range. The two valves
Type: Venturi control the make-up steam from the 10.0 bar range to the gland steam receiver
and the dump steam from the gland steam receiver into the flash chamber.
Steam flow capacity: 12,000kg/h (maximum), 3,500kg/h (minimum) The two transmitters measure the gland steam sealing pressure and provide
control, indication and alarm, with the output from the loop used to provide
Two transmitters are used for control, indication and alarm and provide the the measured value to the loop.
measured value for the pressure control loop. The system supplies the main
turbine gland sealing, inert gas generator dryer heater and burner atomising, Generator Turbine Gland Steam
before being further desuperheated by an auxiliary steam desuperheater, which
is supplied by boiler feed water spray controlled by the 86.5/30 bar pressure The gland sealing steam pressure for each generator turbine is controlled by
control valve. The auxiliary steam supplies the generator turbines’ gland a single control loop, with the controller driving two control valves in a split
sealing steam, fuel oil heating, cargo system heating services, burner flame range. The two valves control the make-up steam from the 10.0 bar range to the
steam smothering and the 6.0 bar steam range. gland steam receiver and the dump steam to the turbine exhaust (condenser).
The system can be viewed and access to the valves gained through the graphic Two transmitters measure the gland steam sealing pressure and provide control,
screen T30-407-01 DESUPERHEATED STEAM SYSTEM. The pressure indication and alarm and the measured value for the loop. Split ranging is
control valve is accessed by clicking on the faceplate which allows manual carried out between the two valve positioners outside the DCS. Any loss of air
operation if required. supply, or signal from the DCS to the valves, will cause the make-up valve to
open and the dump valve to close. Excess steam will be applied to the glands,
A safety valve T323V is fitted downstream of the auxiliary steam desuperheater but will not result in a turbine shutdown.
and is set at 11.0 bar.


Illustration 2.1.5a 6 Bar Steam System To Accommodation
TI TI TI
PIAL Main Auxiliary No.1
To Air Condition
DCS DCS Air Condition Air Condition
Safety Incinerator Waste Incinerator Waste S Unit for
Unit Unit
Manifold Oil Settling Tank Oil Service Tank MSB Room/ECR
From
Control I PX PX PI T424V
P
Air System
10.0/6.0 bar Set at No.2
Pressure Reducing 6.6 Bar T467V
From T423V TI Air Condition
Valve T406V T422V Unit for
10 bar T455V
Steam MSB Room/ECR
S
System T401V T402V T403V
T46
(Section T463V TI
To Deck 4V
2.1.4a)
T404V
Scupper Setting
To For Tank Cleaning HFO Settling Tank
65°C
Atmospheric Engine Casing (P)
For Tank
TI T436V Drain Tank
Cleaning T437V T438V
3rd Deck (Section 2.1.8a) Drains
Low Sulphur FO Tank (S) T414V Inspection Tank T440V
T448V
T426V
TI
To Deoiler TI T441V
Backflushing HFO Bunker Tank
TI Generator Turbine
(Section 2.1.6a) T407V (P)
LO Settling Tank
LO Sludge Tank T425V TI
Engine Room
T410V
Forward
TI For General Service
Bulkhead
For Tank Cleaning 2nd Deck (P) T428V
Purifier Room Generator Engine
T431V
LO out LO Settling Tank Calorifier
Set at T435V
TI
85°C T425V For 2nd
No.2 Lubricating Oil Deck (S) TI
T471V
Purifier Heater T413V T412V Low Sulphur FO T465V
Tank (P) Setting HFO Settling Tank
TI
65°C (S)
T451V
LO out Main
T429V T430V
Set at LO Settling Tank
85°C To Heavy Fuel Oil Transfer T432V
No.1 Lubricating Oil T427V
Purifier Heater Pump and Jacket Heating System
T417V T416V T408V
T433V
For 4th HFO Bunker Tank
For Tank Cleaning Deck (S) T434V (S)
For Tank T470V T439V
Cleaning 4th Deck (P)
TI TI TI T442V
T454V Floor Aft TI
For Sea Chest Engine Room
Oily Bilge Tank Bilge Holding Tank For Sea Chest For Sea Chest Steam Blowing
Main LO T456V Forward TI
T409V Steam Blowing Steam Blowing Bulkhead
Sump Tank
T420V T421V
HFO Overflow Tank
Key
T452V T450V T449V T447V T443V
Desuperheated Steam Sea Water
TI
HSC for For Tank Cleaning
Air Electrical Signal SW Service HSC for LSC for LSC for Floor Forward (P)
& Ballast T444V
Main Main SW Service FO Drain Tank
Condensate To Drain Cooler Instrumentation System (S) Condenser Condenser & Ballast
and Deoiler (S) (Middle) System (P) T446V


2.1.5 6 BAR STEAM SYSTEM A safety valve T406V is fitted downstream of the pressure reducing valve
T402V and is set at 6.6 bar.
Auxiliary Desuperheater
(Note: If the pressure reducing control valve T402V (10.0/6.0 bar steam
Maker: Donghwa Entec pressure control) fails, it will revert to the open position. This controls
No. of sets: 1 steam, primarily, to the fuel oil tank heating coils and there will be no
Type: Venturi immediate effect should the valve fail. The increase in pressure will
cause the safety valve to lift.)
Inlet temperature: 340°C
Outlet temperature: 191°C
Steam flow capacity: 12,000kg/h (maximum), 3,500kg/h (minimum)
Introduction
The system is supplied from the 10.0 bar range auxiliary desuperheater via
pressure control valve T402V and supplies the following services:
• Main and auxiliary air conditioning units
• Fresh water calorifier
• Lubricating oil purifier heaters
• Sea chest de-icing connections
• Heating coils in the following tanks:
• Incinerator waste oil settling and service tanks
• Generator turbines’ lubricating oil settling tank
• Diesel generator engine lubricating oil settling tank
• Main lubricating oil sump tank
• Main lubricating oil settling tank
• Lubricating oil purifiers’ sludge tank
• Heavy fuel oil bunkering and settling tanks
• Heavy fuel oil overflow tank
• Heavy fuel oil drain tank
• Low sulphur fuel oil storage tanks
• Oily bilge tank
• Bilge holding tank
• Drains inspection tank
Two transmitters are used for control, indication and alarm and provide the
measured value for the pressure control loop.
The system can be viewed and access to the valves gained through the graphic
screen T30-407-01 DESUPERHEATED STEAM SYSTEM. The pressure
control valve T402V is accessed by clicking on the faceplate which allows
manual operation if required.


Illustration 2.1.6a Steam Drain and Deoiler System From Forward Fuel Oil Bunker Tank
Incinerator
Waste Oil T501V
Settling Tank
Incinerator T539V
Waste Oil TI
T502V From/To
Service Tank
T541V Central FW
Drain Cooler
Cooling System Set at
Main (Section 2.81a) 4.55kg/cm2
Lubricating Oil TI
T503V PI TI
Settling Tank T540V
Generator T538V T542V T526V

Engine LO T504V
Settling Tank T544V
Generator Oil Content T547V

T546V T545V
Turbine LO Monitor PI
T531V
Settling Tank
T549V T548V
From Atomising Burner Sampling Pressure 0.3-3kg/cm2 For
And Blowing Steam Drain Filter PI
Sampling Cooler
Back Deoiler
Inspection Tank (1.5m3) Flush (5.5m3/h)
No.2 Boiler Fuel PI
Oil Heater Flushing Line
T509V
T551V T537V
T515V M-42V
No.1 Boiler Fuel T513V
Oil Heater
T506V T511V
T517V
T514V
T512V From 6 bar For Oil
Low Sulphur Steam System Reservoir Back Key
FO Tank (P) T510V
T516V (Section 2.1.5a) Flushing
To Deck Scupper Condensate

Low Sulphur
FO Tank (S) T507V Fresh Water
Heavy Fuel Oil
T518V Settling Tank (S) From Main To Deck Scupper
Steam
Condensate
Heavy Fuel Oil Pump Discharge
T522V T519V (Section 2.2.1a) Instrumentation
Settling Tank (P)
Heavy Fuel Oil
Bunker Tank (S)
T523V T520V No.1 Lubricating
Heavy Fuel Oil Oil Purifier Heater
T533V
Bunker Tank (P)
T524V Steam Drain from
Heavy Fuel Oil Transfer Pump
Jacket Heating
No.2 Lubricating
Oil Purifier Heater
T534V
T530V T532V T535V T536V
T528V T529V
Atmospheric Drain Tank TI

(8m3)
Heavy Fuel Oil Fuel Oil Drain Lubricating Oil Main Lubricating Bilge Holding
Overflow Tank Tank Sludge Tank Oil Sump Tank Oily Bilge Tank Tank


2.1.6 STEAM DRAIN AND DEOILER SYSTEM Deoiler Principle of Operation The deoiler is now in operation and any oil separated will float up to the oil
reservoir and can be observed through the sight glass. The oil can be discharged
The deoiler consists of three cylindrical chambers, each containing a to the fuel oil drain tank by opening the drain valve.
Introduction cylindrical separating element. Oily water passes into the lower section of
each chamber, up through the element and exits at the top. While passing Should the elements become clogged with oil, the differential pressure across
Drains from the fuel oil and lubricating heating services are returned to the the deoiler will increase. When the pressure difference reaches 1.0 bar it will
through the separating element, fine oil droplets are coalesced into coarse
main cycle for recirculation by the auxiliary condensate system. The drains be necessary to backwash the deoiler.
droplets which rise and float in the reservoir on top of the inner space of
are first cooled in a drain cooler before passing through duplex strainers.
the separating element. Water still containing fine oil droplets that have not
As they have a potential for hydrocarbon and other contamination, they are (Note: The duplex strainer screens should be changed over and cleaned when
been separated, passes into the next chamber and undergoes a further action
led to a deoiler and to an inspection tank, for final checking before entering the differential pressure exceeds 0.3 bar.)
of separation. Any oil that collects at the top of each chamber can be drained
the atmospheric drains tank.
off to the fuel oil drain tank.
(Note: The drain return valves are always fully opened on each tank heating
The cleansed water flows out of the top of the third chamber to the inspection
Procedure to Back Wash the Deoiler
coil or oil heater, before the steam inlet valves are slowly opened
tank. A sample of the outlet from the deoiler is diverted through an oil content
to admit steam for heating purposes. The steam flow is normally (Note: Chemicals are not to be used in cleaning the deoiler as they will
monitor for continuous monitoring. If the 15ppm limit is exceeded, an alarm
controlled by regulating the drain valves.) prohibit the coalescing of the oil.)
is given in the engine control room.
a) Open the deoiler bypass valve T544V and close the inlet valve
Drain Cooler
Procedure to Operate the Deoiler T526V and discharge valve T545V and the sample cooler inlet
Maker: Donghwa Precision Industries Co. Ltd valve T548V. Switch off the oil content monitor.
No. of sets: 1 Initially all valves are closed.
Type: Tubular b) Close all the valves on the deoiler including oil gauge valves,
a) Open all the drain valves on the deoiler. air vent cocks and outlet valves.
Surface area: 3m3
Capacity: 3,000kg/h b) Open the bypass valve T544V and drain valve T546V to divert c) Open the back washing steam valve T537V to the deoiler.
Operating pressure: 2.0 bar drain returns into the save-all around the deoiler.
Cooling fluid: Fresh water from central FW cooling system d) When the deoiler internal pressure is at 2.0 bar, open the drain
c) Open all the drain return valves on the selected heating tanks valve for the outside space of the 1st stage separating element
and slowly open the steam inlet to the heating coils. and discharge the water/oil to the fuel oil drain tank. Close the
Deoiler valve when the discharge is clean.
Maker: Sasakura Engineering Co. Ltd d) Observe the condensate discharging from the drain lines on
the deoiler and continue draining until no solid matter (dirt, (Note: Maintain the internal pressure between 2.0-3.5 bar, but do not exceed
No. of sets: 1
rust etc.) is observed. 4.0 bar.)
Type: SK-Lawson
Capacity: 5.5m3/h e) Open all the air vent cock, oily water inlet valves T542V and e) Repeat the process in d) for the 2nd and 3rd stages. Close the
Design pressure: 4.55 bar T526V and outlet valves T545V and T547V on the deoiler. valve when the discharge is clean.
f) Close the bypass valve T544V and divert drain returns into f) On completion of the 3rd stage back wash, open the air vent
Oil Content Monitor the deoiler. Close each drain valve on the deoiler as clean cock and drain valve on each stage element and the inlet
Maker: Fellow Kogyo Co. Ltd condensate is observed flowing out of the drain pipe. valve T526V.
No. of sets: 1
g) Clean drains will now flow through the deoiler and out of the g) Close each drain valve when the discharge is clean.
Measuring accuracy: 15ppm every 17 seconds
drain valve T546V to the save-all. Once the drains are observed
Type: Fogas - 1500C to be clean, open the discharge valve T547V to the inspection h) Open the discharge valve T545V and the sample cooler inlet
Capacity: 5.5m3/h tank and close the drain valve. valve T548V and close the bypass valve T544V. Switch on
the oil content monitor.
h) Open the sample cooler inlet and outlet valves and switch on
the oil content monitor. The deoiler is now back in normal use.


Illustration 2.1.7a Turbine Exhaust Steam System
To Safety Manifold
Vent Line
Set at Set at (Section 2.1.9a)
From Excess Control Control
PC 0.7 bar PC 0.7 bar
Steam Dump Valve Air Air
(Section 2.1.3a) Make-Up Make-Up
Control Control X35V
Control Control
Air Air
From Main From 10 bar Valve Valve
Condensate Steam System Steam Header PIAHL Steam Header PIAHL
PX PX
System (Section 2.1.4a) DCS DCS Set at
X36V X39V
(Section 2.2.1a) 3 bar
Spill Spill
X69V Control X70V Control
VS I-VS-131 : For Steam Dump Valve
LS To Auxiliary Valve No.1 Turbine No.2 Turbine
Valve Shut Off X33V
I-VS-131 I-VS-132 : For Standby Condenser Generator Generator Deaerator
Vacuum Pump X43V (Section 2.1.8a) Control Air Control X40V (30m3)
VS X37V
Auto Start Air
I-VS-132 LS X71V X72V
TI X42V
VS DCS
DCS From Main From Main X34V
I-VS-12 LS LS
Condensate Condensate
VS TI TX PS Control Air System LS System LS
On EGB Dump Valve (Section 2.2.1a) X47V (Section 2.2.1a) X49V From 3rd Stage
S
VI Interlock X48V M X50V M Feed Water Heater
X38V X41V (Section 2.1.2a) Control Air
LS
VS
DCS I
Main Condenser From Main P
M
M-8V 2.2 bar/
Condenser Pump From Main 722mmHg Vacuum
Manometer
Astern Turbine Water Spray (Section 2.2.1a) Condensate
Dump Valve
System
VIAL
DCS X31V X29V X28V X27V
On EGB Astern From Main PX
VS Manoeuvring To Auxiliary Condenser Condensate
LP Valve with (Section 2.1.8a) System PI
Turbine Strainer (Section 2.2.1b) X83V
VI
No.2 Distilling Plant X32V
VX Condensate Silence
PI TI
Pump Control Air
X17V
Gland Steam From 5 bar From Crossover
Receiver Gland Steam Gland Steam Steam System Bleed
S Condenser VG Exhaust Fan (Section 2.1.4a) (Section 2.1.2a)
To Bilge TI PI TS
Holding Tank
(Section 2.6.1a) Ahead To Scupper To Safety Manifold
X19V M
Manoeuvring X66V PX Vent Line
HP PI
Valve (Section 2.1.9a)
Turbine X68V PIAL PIAHL
From Main Exhaust Exhaust X67V DCS S DCS
Control Air DCS
Steam Supply CI PX 4.9 bar/
X5V Steam X10V Steam 230mmHg Vacuum
(Section 2.1.1a) No.1 Distilling Plant M-51V
Side Drain Side Drain I PRV
PX
No.1 No.2 Condensate PI TI Control To Atmospheric P
Pump To Scupper
Feed Water Feed Water X22V Air Drain Tank
Pump Turbine Pump Turbine (Section 2.1.8a) X11V X13V
Key 4.9/1.8 bar
S PRV
X44V X14V X15V
Desuperheated Steam TI TI
PI X54V PI X55V TI PI TS X18V Set at X51V
1.0 bar X46V
Superheated Steam
X6V X45V
X1V X24V
Exhaust Steam X63V PX From Low Pressure
PI
X3V X8V X65V Turbine Steam
Air PIAL X52V
LS X12V LS X7V DCS Bleed System
X64V S (Section 2.1.2a) Control Air P
Condensate I
From Main X53V PI
To Bilge Holding To Bilge Holding Condenser Pump M-50V
Electrical Signal
Tank (Section 2.6.1a) Tank (Section 2.6.1a) (Section 2.2.1a) DCS PX
To Atmospheric Drain Tank (Section 2.1.8a)
Instrumentation


2.1.7 TURBINE EXHAUST STEAM SYSTEM If the control valve X28V fails to the open position, it may cause the feed water
pumps to speed up, but the non-return valve X33V will prevent the deaerator
being unduly affected. Also, the 5.0/1.8 bar pressure reducing control valve
Introduction X52V will open to use steam from the IP bleed and the 5.0/1.8 bar pressure
range, but this action will not have an immediate effect.
The system consists of the following exhaust systems:
• Exhaust from the generator turbines, which discharges to either The control valves X28V and X52V can be viewed and access to the valves
the main condenser or the auxiliary condenser gained through the graphic screen T30-407-01 DESUPERHEATED STEAM
SYSTEM. The pressure control valves are accessed by clicking on the
• Exhaust from the boiler feed water pump turbines, which
faceplate which allows manual operation if required.
discharges to the deaerator
Generator Turbines Exhaust

The generator turbines exhaust is normally directed to the main condenser
but can be diverted to the auxiliary condenser if the main condenser is not
available. This is achieved by opening valves X47V and X49V and closing
valves X38V and X41V. As these exhaust valves are operating under a vacuum,
the glands on the valves are sealed by using water from the condensate drains
system. Unlike the boiler feed water pump turbines, the exhaust heat from the
generator turbines is not utilised to preheat the plant.
Boiler Feed Water Pump Turbines Exhaust

The boiler feed water pump turbines exhaust, operating at a pressure of 1.8 bar,
is directed to the deaerator for preheating the feed water, from approximately
98°C to 145°C during normal full away conditions. The pressure in the exhaust
pipeline is controlled by the pressure reducing control valves X28V (dump to
main condenser) and X52V (make-up from 5.0 bar range).
The control valve X52V provides 5.0 bar bleed steam pressure control and
make-up to maintain the 1.8 bar exhaust steam system at the designed pressure.
If the control valve X52V fails it will revert to the open position which would
raise the 1.8 bar exhaust steam system to a pressure of 5.0 bar. This would
increase the backpressure on the feed water pump turbine exhausts and the
pressure in the deaerator. However, the deaerator relief valve is set at 3.0 bar,
which will maintain the pressure below the feed water pump turbine exhaust
backpressure trip setting of 4.2 bar. Also, the dump valve X28V to the main
condenser would open and control the pressure at 1.8 bar.
If the control valve fails to the open position, the backpressure on the feed
water pump turbine exhaust may drop and the steam to the deaerator may also
drop, but there will be no immediate effect.
The control valve X28V provides the 1.8 bar exhaust steam pipeline with
pressure relief to the main condenser, to maintain the 1.8 bar exhaust steam
system at the designed pressure. If the control valve X28V fails it will revert to
the closed position and the 4.9/1.8 bar pressure reducing control valve X52V
will try to control the pipeline at 1.8 bar. However, the excessive pressure in
the pipeline will be relieved by the deaerator safety valve, which is set at 3.0
bar and is below the turbine backpressure trip setting of 4.2 bar.


Illustration 2.1.8a Clean Steam Drains System
From Accommodation From
Cargo
Main Auxiliary Steam
No.2 Air Conditioning Unit for Air Conditioning Air Conditioning
From Boiler Water Analysis Unit System
Main Switchboard Room and
Drain (Section 2.2.4) Engine Control Room Upper Deck
Calorifier
From Boiler Water Analysis Unit

Cooling Water Outlet
(Section 2.2.4) No.1 Air Conditioning Unit for
Main Switchboard Room and
From Pressure Buffer Chamber Engine Control Room
(Section 2.2.3a)
From Inspection Tank T574V

(Section 2.1.6a)
From Excess Steam Dump

Valve (Section 2.1.7a) From Air Conditioning Heating Steam Line
(Section 2.1.5a)
From Turbine Generator
(Section 2.1.7a) From Inert Gas Generator Atomising Steam Drain and Dryer
Heater Steam Drain (Section 2.10a)
From Distilled Water Tank
(Section 2.2.2a) From Dump Steam Line Drain (Section 2.1.3a)
For Dump
Valve X28V
Interlock From Inert Gas Generator Atomising Steam Drain and Dryer
Heater Steam Line Drain (Section 2.1.4a)
DCS From Boil-Off Warm-Up Heater Steam Line Drain

(Section 2.1.4a)
T576V
From Feed Water Pump Turbine Steam Drain
CI PS
(Section 2.1.1a)
From Pressure Relief Valve Downstream Line Drain

TI (Section 2.1.4a)
Auxiliary Condenser
From Low Pressure Feed Water Heater
(Section 2.1.2a)
TI From Fresh Water Generator Steam Drain

(Section 2.1.7a)
TI
TX SX From Crossover Bleed Steam Outlet Drain
DCS
(Section 2.1.2a)
From Gland Steam Condenser

SIAH
(Section 2.1.7a)
T577V DCS
From Low Pressure Feed Water Heater Vent Key

(Section 2.1.2a)
T571V Condensate
T578V
Distilled Water
Exhaust Steam
Desuperheated Steam
To Bilge Holding Tank TI Electrical Signal

(Section 2.6.1)
Atmospheric Drain Tank (8m3) Instrumentation


2.1.8 CLEAN STEAM DRAINS SYSTEM Make-up distilled water is supplied to the system via the auxiliary condenser.
The drains now become part of the auxiliary feed water system (section 2.2.1)
Introduction and are pumped from the atmospheric drain tank by the drain tank pumps,
through the grease extractors, to return to the feed water system via the
Auxiliary Condenser deaerator.
Maker: Donghwa Entec
No. of sets: 1
Type: Tubular
Serial number: C19120-A
The system consists of the following return drains that are from systems
which do not contain hydrocarbon and other contamination, or have passed
through the deoiler and the oil content monitor:
• Drains inspection tank outlet
• Air conditioning heating coils
• Fresh water calorifier heating
• Inert gas generator atomising steam and dryer heater steam
pipeline drain
• Main turbine gland steam supply pipeline drain
• Cargo steam system
• Intermediate pressure (IP) bleed steam pipeline drain
• Fresh water generator heating coils drain
• 5.0 bar pressure range pipeline drain
• 61.5 bar pressure desuperheated steam range pipeline drain
• First stage feed water heater to flash chamber pipeline drain
• Gland steam condenser pipeline drain
• Boiler water analysis unit drain
• Boiler water analysis unit cooling water outlet
• Cargo compressor room return drains
• Feed water system safety valves discharge pressure buffer
chamber drain
The returns do not need cooling and go directly to the atmospheric drain tank,
bypassing the auxiliary condenser. Only the generator turbines’ exhaust and the
1.8 bar exhaust steam pipeline dump, which have been diverted from the main
condenser, are cooled in the auxiliary condenser.
The auxiliary condenser has a pressure switch fitted that will prevent the dump
steam control valve X28V operating if the pressure in the condenser is too
high.


Illustration 2.1.9a Safety Valves and Exhaust Steam System
Weather Shield
Funnel
Pressure From Compressed

Buffer Air System Valve
Chamber Control Line
Safety Manifold
Temporary Pipe For Steam

Blowing Of Main Feed
From Deaerator
Water Pump Turbine
Safety Valve
From Sootblower From 10/6 bar From From Third

Set at Set at Set at Set at
Drain Piston Valve PRV Safety Valve 60.3/15.5 bar Stage Feed
76 bar 76.5 bar 76 bar 76.5 bar
PRV Safety Valve Water Heater
X38B X38B X38B X38B
From Superheater From Superheater
From 10bar From 60.3/15.5 bar From 15.5/4.9 bar From 5/0.1 bar
Outlet Starting Outlet Starting
Steam Line PRV Safety Valve PRV Safety Valve PRV Safety Valve
Valve Valve
Safety Valve
Steam Drum Steam Drum
(T-117V) (T-124V)
X79B 79B
Set at Set at
63.5bar 63.5bar
No.1 No.2
Main Boiler X78B Main Boiler
X78B
X37B X77B X37B X77B
Superheated Superheated
Superheater Superheater
Steam Out Steam Out
Water Drum Water Drum
Key
Superheated Steam
High Pressure Feed Water

To Steam Drain Line To Bilge To Steam Drain Line
(To Bilge Holding Tank) Holding Tank (To Bilge Holding Tank)


2.1.9 SAFETY VALVES AND EXHAUST STEAM SYSTEM The valves are the full bore type which are fully open at the set pressure. This
is achieved by the design of the valve disc allowing steam to leak past the seat
into a steam collecting chamber. This rapidly increases the lifting force on the
Introduction spring and lifts the disc clear of the seat.
Safety valves are fitted to the boilers at the following locations to protect the The superheated steam outlet safety valves open at a lower pressure than
boilers against damage due to overpressure: the steam drum safety valves, thereby maintaining a steam flow through the
• Feed water economiser outlet: 1 set superheater tubes in the furnace when the boiler reaches the safety valves’
opening pressure.
• Steam drum shell: 2 sets
• Superheated steam outlet: 1 set (Note: The opening and closing pressures are set in the presence of the
insurance surveyor and the cap and lifting fork lever are padlocked.
The pressures must not be adjusted without the surveyor being
Feed Water Economiser Safety Valve present.)
Maker: Fukui Seisakusho Co. Ltd
The safety valves may be tested when the pressure of the boiler is near
Type: Full bore
working pressure when it is being fired. This is achieved by pulling the spring
Opening pressure: 95.6 bar loaded easing lever firmly and it ensures the safety valve internals are free
Closing pressure: 81.26 bar to operate when required.
Seat diameter: 19.5mm
Disc lift: 4.4mm CAUTION
Ensure that the test plug is removed from the cap after testing the safety
Relieving capacity: 79,430kg/h
valves after overhaul to allow the safety valve spindle to operate freely.
Steam Drum Safety Valves The safety valve exhaust steam is led away to the funnel top by pipelines
specially constructed so that they are not in contact with the safety valve
Maker: Fukui Seisakusho Co. Ltd
outlet elbow. They are of a larger bore than the safety valve seat and are
Type: Full bore suspended from pipe hangers which allow for:
Opening pressures: 76.5 and 76.0 bar
• Safety valve discharge reaction
Closing pressures: 71.14 and 70.5 bar
• Exhaust pipe vibration
Seat diameter: 38mm
Disc lift: 8.3mm • Relative expansion between the safety valve and the exhaust
pipeline due to temperature change
Relieving capacity: 30,400kg/h
The drains from the exhaust pipelines are directed to the bilge holding tank.
Superheated Steam Outlet Safety Valve
Maker: Fukui Seisakusho Co. Ltd To distinguish between the boiler safety valves’ exhaust and the lower steam
pressure range’s safety valves in the engine room, the exhaust pipelines are led
Type: Full bore to the aft end of the funnel. These systems include the following:
Opening pressures: 63.5 bar
• Deaerator safety valve
Closing pressures: 59.1 bar
Seat diameter: 38mm • 10.0 bar range safety valve
Disc lift: 8.3mm • 6.0 bar range safety valve
Relieving capacity: 18,050kg/h • 15.0 bar range safety valve
• 15.5 bar range safety valve
• 3rd stage feed water heater safety valve
2.2 Condensate and Feed Water Systems
2.2.1 Main and Auxiliary Condensate Systems
2.2.2 Distilled Water System
2.2.3 Boiler Feed Water System
2.2.4 Boiler Water Blowdown, Sampling and Treatment System
Illustrations
2.2.1a Main Condensate System
2.2.1b Auxiliary Condensate System
2.2.2a Distilled Water System
2.2.3a Boiler Feed Water System
2.2.4a Boiler Water Blowdown, Sampling and Treatment System


Illustration 2.2.1a Main Condensate System No.2
Main Feed Water
Pump Turbine
To Deaerator or Distilled Water Tank No.2 MFPT

(Section 2.2.2a) M39V M56V
M32V
TIAL Control Air
DCS Key
Mechanical
Condensate Inboard Seal Housing Bracket
TI TX S Drain (Inboard/Outboard
Mechanical Seal
1st Stage Fresh Water Leakage)
Cooling Water
Feed Water LS
Heater To Astern Turbine Water
Air
Control Air Spray (Section 2.1.7a)
Electrical Signal
Control Air M31V
Instrumentation
From Main Condensate P No.1
I
Pumps Discharge Line Main Condenser Outboard Mechanical Seal Main Feed Water
S Level Control PI Cooling Water Pump Turbine
PXS
Valve
No.2 External
VK9 VK8 Desuperheater DCS Control Air
TIAHL
M7V M8V M10V TX
DCS
PI I
Main Condenser Dump VK10 VK20 P
DCS TI
Steam Desuperheating
Chamber For Vacuum M54V M55V
M20V Gland
Breaker Air Outlet VK21
Condenser No.1 External
M36V Vacuum Pump 2 M21V DCS Control Air
Desuperheater
Main Condenser 2 Separator
M37V PI I
M35V P
TI TI
VK19
LS LAH
Heat Exchanger M52V M53V
DCS
FS
TI
M27V M16V
M18V
Air Outlet From Auxiliary Condensate
LI Vacuum Pump 1
M19V Drain Pump (Section 2.2.2a)
LX M43V
1 Separator M12V
Condensate
Well M34V To Boiler Water Analysis Unit
TI TI for Cooling (Section 2.2.4a)
M9V
M46V Heat Exchanger
M33V TI
CI PI To Boiler Water Analysis Unit
M1V M28V
TI for Sampling (Section 2.2.4a)
1 To
M2V No.2 Distilling
TX
TI Main Condensate Pump Coaming
DCS M11V SIAH Plant (45 Ton/day)
(100m3/h x 95mth) DCS Inside To Boiler Chemical Feed Tank
(Section 2.2.4a)
M47V SX PS PS For Main Condensate Pump

CI PI Standby Control To Deoiler Oil Content Monitor
M17V (Section 2.1.6a)
2 M15V M42V Deoiler
M3V M4V Sampling Cooler
M30V M23V
To Inspection Tank
M29V M13V M14V
M25V
CI PI To No.1 Distilling Plant
To Coil Steam Desuperheater
M51V
Water Seal
M48V M49V
Low Duty Condensate Pump for Valves
M38V To No.2 Distilling Plant
(25m3/h x 95mth)
Coil Steam Desuperheater
M50V


2.2 CONDENSATE AND FEED WATER SYSTEMS Deaerator The following services can also be provided from the auxiliary condensate
Maker: Dong Hwa system by opening valve M16V and closing valve M15V
2.2.1 MAIN AND AUXILIARY CONDENSATE SYSTEMS No. of sets: 1 • No.1 and No.2 external desuperheater spray water
Storage capacity: 30m3 • No.1 and No.2 main feed water pump mechanical seal cooling/
Equipment Specification Total feed/steam flow: 107,875kg/h flushing water
Main Condensate Pump Serial number: D11470
A branch from the main condensate line, situated between the gland steam
Maker: Teikoku Machinery Works, Japan Operating pressure: 1.8 bar condenser and the first stage feed water heater, returns to the main condenser
No. of sets: 2 Design temperature: 143°C via a level control valve. The level of water in the main condenser is maintained
Model: 300 x 150-2VCDS-Am in order to prevent the condensate pumps from losing suction, it being difficult
for them to regain suction against the vacuum in the condenser. This function
Capacity: 100m3/h at 95mth Main Condensate System is controlled by the Distributed Control System (DCS) which measures the
Low Duty Condensate Pump condenser level and operates the recirculation valve accordingly.
The prime function of the main condensate system is the removal of condensate
Maker: Teikoku Machinery Works, Japan from the main condenser and its delivery to the deaerator, for return to the A branch from the main condensate line, situated after the condenser
No. of sets: 1 boilers by the feed pumps. The condensate also performs other useful functions recirculation line, provides cooling spray water to the astern turbine exhaust.
Model: 125 x 65-2VCSE-Am during this transfer, as detailed below. Due to the inefficiency of the astern turbine its exhaust still has a high level
Capacity: 25m3/h at 95mth of enthalpy and temperature. Sustained running of the astern turbine could
Three pumps are arranged to take suction from the main condenser, two full cause overheating of the condenser shell and tubing and therefore the spray
Condensate Drain Pump capacity and one low duty. They are designed to auto-cavitate so that if they water is applied whilst going astern.
lose suction, the normal cavitation associated with this takes place away from
Maker: Teikoku Machinery Works, Japan the impeller. Cavitation can cause damage and erosion in centrifugal pumps, The main condensate system joins the auxiliary condensate system and is
No. of sets: 2 particularly to the impeller. By the nature of the conditions under which these directed either to the deaerator, or to the distilled water tanks, dependant upon
Model: 125 x 65-2VCSE-Am pumps operate with no positive head and variable flow rates, cavitation is a the deaerator level at the time. Under steady plant conditions all the condensate
Capacity: 25m3/h at 85mth real danger. For this reason the pump is designed so that cavitation will not will be delivered to the deaerator but at times of plant load change, a situation
cause damage. can occur where there is too much condensate in the system and some will be
Dump Drain Pump spilled out to the distilled water tank.
Maker: Teikoku Machinery Works, Japan The pump delivers the condensate into the main condensate system. It passes
through the condensate cooled evaporator distillation coils, the turbine gland
No. of sets: 2 steam condenser cooling tubes and the first stage feed heater. These can Auxiliary Condensate System Description
Model: 200 x 100-2VCDS-Am all be bypassed if necessary. This routing of the condensate serves the dual
Capacity: 80m3/h at 95mth purpose of condensing or cooling other sources of heat within the plant and The auxiliary condenser condensate from the auxiliary steam systems such as
heating the condensate. This greatly improves plant efficiency as well as fuel and tank heating, feed heating and exhaust steam is fed to the atmospheric
Main Condenser performing cooling functions. drain tank (ADT). The auxiliary condensate system’s prime function is the
Type: Radial flow surface type with dump steam chamber return of auxiliary steam system condensate and drains to the deaerator, for
Cooling surface: 3,100m2 A branch from the main condensate line, situated before the condensate cooled return to the boilers by the feed pumps.
evaporator, supplies condensate to spray nozzles situated in the dump steam
Cooling water flow: 16,540m3/h The ADT, capacity 8m3, is subdivided into different sections. The partitions
chamber of the main condenser. This provides further cooling of the dump
Distance between steam whilst reheating the condensate being sprayed. allow the condensate to travel through the lower sections so that any oil in
tube plates: 5.5m the returns will float on top and remain in the entry chamber. An oil content
Tube size: 19mm diameter, 0.7mm thickness A branch from the main condensate line, situated after the dump steam spray monitor measures the returns for oil particles and generates an alarm if this
branch, supplies condensate to the following services: occurs. Scumming valves are provided on the side of the ADT so that oil can
Grease Extractor
be led away to the bilge holding tank.
Maker: RWO • Evaporator desuperheater sprays
No. of sets: 1 • Deoiler sample cooler The level in the deaerator is controlled by valves M116V and M120V which
Type: BFG 4F for filtration of condensate • Boiler chemical feed tank allows distilled water from the storage tanks to flow to and from the system in
response to the detected level.
Capacity: 10 bar x 80m3/h x 90oC • Boiler water analysis unit cooling
Model: EN-BFG-C-SD-10-4-2-100 DP
• Condensate water analysis unit sample


Illustration 2.2.1b Auxiliary Condensate System
Steering Gear Room

M123V
To External Desuperheater (Section 2.2.1a)
M124V Control Air M16V
Starboard I Control
Port Distilled I
Distilled P P Air To Auxiliary Feed Water Line to Boilers
Water Tank Water Tank M125V for Boiler Water Filling (Section 2.2.3)
(231.5m3) (231.5m3)
M829V
From Chemical Feed
Pump (Section 2.2.4)
TI M301V
FW12V FW11V M121V M115V
M M113V M114V
M39V
M130V 120V
FW13V FW14V X35V
M122V M116V M118V
M132V MAKE-UP SPILL Reservoir Reservoir
M119V M117V
M131V DCS
Deaerator
3-LX-2 (30m3)
LIAHL
Control LX LX
I DCS
M140V P
Air
M141V M144V M142V LS

Emergency Bypass
Grease
M145V From 1st Stage Feed Water Heater PI Extractor
M143V (Section 2.2.1a) (80m3)
Circulation Pump DCS Level for
A239V
Main Feed Water
From Boiler Feed Water Pump Pump Turbine
Conductivity Recirculating Line (Section 2.2.3) Trip
M203V
Meter M201V M202V
FI Emergency Line to Boiler Feed Water M109V
Pumps Suction for Boiler Water Filling
Control Air M204V (Section 2.2.3) I
M110V P From
M108V To Boiler
Boiler Feed Water
To Main Turbine Flash Chamber Make-Up Feed Water
(Section 2.1.2a) M107V Pumps Recirculating line
Control Air Pumps
CATION ANION
To Auxiliary Condenser For Dump

(Section 2.1.8a) Recirculation Line LS
Drain Pump Start
EXCHANGER EXCHANGER M576V
From Bilge, Fire and To Switchboard For No.1 Condensate

LS
General Service Pump SIAH Room Drain Pump Start
SX
(Section 2.6.1a) DCS
From Fire Main Upper Deck
Ion Exchange Eductor LS
For No.2 Condensate
(3m3/h) Pressure Reducing Valve Drain Pump Start
FI (Section 5.1b)
LAH
S153V S154V M102V Atmospheric LS
DCS
M106V M104V Drain Tank
M146V (8m3)
Key
Booster Pump
Condensate M128V LAL
PI PI PI LS DCS
Distilled Water
Condensate 138V
Dump Drain Pump
Air 2 1 Drain Pumps
(80m3/h x 95mth)
(25m3/h x 85mth)
Sea Water
CI CI CI
Electrical Signal
Ion Exchange Unit
HCL (4m3/h) NaOH Instrumentation M101V M105V M103V
To Deck Scupper


Three pumps are arranged to take suction from the ADT, two normal capacity The water enters the deaerator through a series of spray nozzles where it meets If Station is Selected to Auto
and one high capacity dump drain pump for use when dump steam is diverted the heating steam. The steam is supplied from the 1.8 bar range which is the Each pump pair may be set to auto on the DCS screen, provided that the
to the auxiliary condenser. Level switches on the ADT start and stop the pumps feed pump exhaust line. Spraying the feed water gives it a large surface area conditions allow for this, and the standby pump will start in the event of
as necessary. The flow of water in the discharge line is regulated by valve in which to make contact with the steam. This condenses the steam to become failure of the other pump. For the main condensate pumps, the standby unit
M108V which is controlled in response to the level in the ADT. A recirculation one with the feed water and allows oxygen and other non-condensible gases to will also start on high condensate level in the condenser and on low discharge
line back to the ADT is provided on the discharge line so that should the ADT be liberated. The gases are vented from the top of the deaerator through a vent pressure. For the condensate drain pumps, the standby will also start on high
level control valve M108V close in, a flow of water will still pass through the valve which should always be set for optimum performance. Adjustment of the level in the ADT.
pump preventing damage. vent is dependant on the results of the dissolved oxygen tests. The deaerator
has a safety valve fitted to its upper shell.
Two condensate grease extractors are fitted in the discharge line to filter out Preparation of the Main and Auxiliary Condensate Systems
oil and grease. These operate with one in-line and one off-line. A differential The water level in the deaerator is maintained by a level control system for Use
pressure gauge monitors the condition of the on-line unit. controlled by the DCS. Make-up water from the distilled tanks is fed to the
ADT in response to the deaerator level detected within it. The discharge from The following procedure covers preparation of the systems prior to and during
(Note: The off-line filter should be left drained until it is required to prevent the ADT to the deaerator has valve M108V installed in line, which controls the lighting of the boilers. The auxiliary system is to be prepared first as this will
deterioration of the elements.) discharge to the deaerator, in response to the ADT level control. The make-up probably be used to fill the boilers. During the first stages of starting the plant,
and spill valves M122V and M116V effectively control the condensate within the exhaust steam and drains normally led to the main condenser will be led to
A branch line can supply auxiliary condensate to the following services by the system. For example, if, due to a loss of system condensate through the auxiliary condenser and to the ADT.
opening valve M16V and closing valve M15V. leakage, the deaerator level falls, valve M120V opens to allow a flow from the
distilled tanks into the ADT. a) Fill the ADT from one of the distilled water tanks. From DCS
• No.1 and No.2 external desuperheater spray water
graphic screen T30-412-01 AUXILIARY CONDENSATE
• No.1 and No.2 main feed water pump mechanical seal cooling/ The lost water has now been made up and equilibrium restored. In the event SYSTEM, set the make-up valve M120V to AUTOMATIC
flushing water of the deaerator water level increasing above normal, control valve M116V control with the level set to NORMAL. Set the system valves
allows water in the condensate system to flow back to the distilled tank. The as follows:
The auxiliary condensate system joins the main condensate system and is pressure on the distilled tank side of this valve is less than that of the deaerator
directed either to the deaerator or to the distilled water tanks depending upon therefore, if the valve opens, the water will take the easier route to the tank.
the deaerator level at the time. Under steady plant conditions all the condensate
will be delivered to the deaerator but at times of plant load change, a situation Open Distilled tank suction port or starboard valve FW12V,
can occur where there is too much condensate in the system and some will be FW11V
spilled out to the distilled water tank. Condensate System’s Integration with the Distributed Control
Open Filter inlet and outlet valves M130V, M131V
System
Close Filter bypass valve M132V
Deaerator
The DCS controls the condensate system through the following graphic Open ADT make-up valve inlet and outlet valves M119V, M121V
The deaerator has the following functions: screens:
Close ADT make-up bypass valve M122V
• Collects all the condensate for return to the boilers T30-412-03 MAIN CONDENSER
Open Make-up line valve to the ADT M123V
• Removes dissolved oxygen and other gases from the feed T30-412-02 CONDENSATE SYSTEM
water T30-412-01 AUXILIARY CONDENSATE SYSTEM
• Acts as a feed water heater The ADT will now fill until it reaches normal level.
The DCS controls the operation of the pumps when in Remote mode at the b) Set the system to now fill and maintain the level in the
The deaerator is situated at a high point in the engine room to provide a suction main switchboard, the operation of the level controllers and also monitors the deaerator. From DCS graphic screen T30-412-01 AUXILIARY
pressure for the feed pumps greater than the saturation pressure of the water pressure, temperature and salinity of the system. The main condensate and CONDENSATE SYSTEM, set the deaerator level control valve
at the suction. This prevents the water boiling at the feed pump suction and drain pumps may be operated in manual or automatic modes. M108V to AUTOMATIC and the ADT level to NORMAL. Set
causing cavitation. the system valves as follows:
If Selector Switch is Changed to Local
Manual operation of each pump is restricted to local start and stop operations
being carried out as required.


Illustration 2.2.1b Auxiliary Condensate System
Steering Gear Room

M123V
To External Desuperheater (Section 2.2.1a)
M124V Control Air M16V
Starboard I Control
Port Distilled I
Distilled P P Air To Auxiliary Feed Water Line to Boilers
Water Tank Water Tank M125V for Boiler Water Filling (Section 2.2.3)
(231.5m3) (231.5m3)
M829V
From Chemical Feed
Pump (Section 2.2.4)
TI M301V
FW12V FW11V M121V M115V
M M113V M114V
M39V
M130V 120V
FW13V FW14V X35V
M122V M116V M118V
M132V MAKE-UP SPILL Reservoir Reservoir
M119V M117V
M131V DCS
Deaerator
3-LX-2 (30m3)
LIAHL
Control LX LX
I DCS
M140V P
Air
M141V M144V M142V LS

Emergency Bypass
Grease
M145V From 1st Stage Feed Water Heater PI Extractor
M143V (Section 2.2.1a) (80m3)
Circulation Pump DCS Level for
A239V
Main Feed Water
From Boiler Feed Water Pump Pump Turbine
Conductivity Recirculating Line (Section 2.2.3) Trip
M203V
Meter M201V M202V
FI Emergency Line to Boiler Feed Water M109V
Control Air M204V (Section 2.2.3) I
M110V P From
M108V To Boiler
Boiler Feed Water
To Main Turbine Flash Chamber Make-Up Feed Water
(Section 2.1.2a) M107V Pumps Recirculating line
Control Air Pumps
CATION ANION
To Auxiliary Condenser For Dump

(Section 2.1.8a) Recirculation Line LS
Drain Pump Start
EXCHANGER EXCHANGER M576V
From Bilge, Fire and To Switchboard For No.1 Condensate

LS
General Service Pump SIAH Room Drain Pump Start
SX
(Section 2.6.1a) DCS
From Fire Main Upper Deck
Ion Exchange Eductor LS
For No.2 Condensate
(3m3/h) Pressure Reducing Valve Drain Pump Start
FI (Section 5.1b)
LAH
S153V S154V M102V Atmospheric LS
DCS
M106V M104V Drain Tank
M146V (8m3)
Key
Booster Pump
Condensate M128V LAL
PI PI PI LS DCS
Distilled Water
Condensate 138V
Dump Drain Pump
Air 2 1 Drain Pumps
(80m3/h x 95mth)
(25m3/h x 85mth)
Sea Water
CI CI CI
Electrical Signal
Ion Exchange Unit
HCL (4m3/h) NaOH Instrumentation M101V M105V M103V
To Deck Scupper


Position Description Valve Position Description Valve Procedure to Shut Down the Main Condenser
Open Drains pumps suction valves M101V, M103V, M105V Open Main condensate pumps suction valves M48V, M1V
a) Transfer the electrical load from the turbine generator to the
Open Drains pumps discharge valves M102V, M104V, M106V M3V diesel generator and shut down the turbine generator.
Open ADT level valve inlet and outlet valves M107V, M109V Open Main condensate pumps discharge valves M49V, M2V
b) Shut down the fresh water generator.
Close ADT level valve bypass valve M110V M4V
Open Grease extractor inlet and outlet valves as appropriate Open Balance line valves M25V, M46V c) Start the auxiliary SW circulating pump.
Open Deaerator feed inlet valve M114V M47V
d) Start the high duty condensate pump.
The condensate will now recirculate back to the condenser until the level in e) Change the dump steam over to the auxiliary condenser.
c) Start one of the condensate drain pumps.
the condenser rises and the recirculation valve closes in.
The level in the deaerator will now begin to rise. As this happens the level in f) Change the 1.8 bar dump steam range over to the auxiliary
h) Open the inlet and outlet valves and close the bypass as condenser.
the ADT drops and it will be necessary to stop the pump periodically until the
required for the following heat exchangers:
ADT catches up due to the smaller bore make-up line.
g) Stop the main engine, shut the steam stop valves, engage
Position Description Valve the turning gear and do not put on the main turbine warming
To Prepare the Main Condenser for Operation Open No.2 evaporator inlet and outlet valves M27V, M28V through steam.
d) Establish the main sea water circulating system through the Close No.2 evaporator bypass valve M12V h) Shut down the gland steam system.
main condenser and lubricating oil cooler (see 2.5.1 Sea Water
Circulating System). Open Gland steam condenser inlet and outlet valves VK19, VK20
i) Allow the main turbine to cool down before stopping the main
Close Gland steam condenser bypass valve VK21 SW circulating pump.
e) Fill the condenser hotwell with distilled water from the distilled
water storage tanks. The valves, M124V and M125V, are Open Ist stage feed heater inlet and outlet valves
j) Stop the main SW circulating pump, jack and lock the main
situated on the tank discharge line after the make-up valve Close Ist stage feed heater bypass valve
condenser inlet and overboard valves.
M120V. It will be necessary to close valve M123V make-up
to the ADT isolating valve. Open the make-up bypass valve
i) Open the services to the following items as required. k) Stop the vacuum pumps if entry is required into the condensate
M122V and allow the condenser hotwell to fill to slightly above
side of the main condenser.
normal level. Observe the ADT level during this operation and
re-open valve M123V to allow make-up to take place. When the Description Valve
If checking for leaking tubes, leave the vacuum pumps on and use cling film
condenser hotwell level is satisfactory, close valves M124V and Evaporator desuperheater spray valves M50V, M51V on the tube plate to locate the damaged tube. This check can also be made
M125V and restore the make-up to normal operation.
Deoiler sample cooler valves M13V, M14V the conventional way, by filling the condensate side with a water/fluorescein
mixture and checking the tube plate with a fluorescent lamp from the sea water
f) From graphic screen T30-412-02 CONDENSATE SYSTEM Boiler chemical feed tank valves side.
set the condenser recirculation valve to AUTOMATIC and the
condenser hotwell level to NORMAL. Boiler water analysis unit for cooling M9V
When using a water/fluorescein mixture, the condenser must be thoroughly
Boiler water analysis unit for sampling
rinsed out before returning to service, in order not to contaminate the boilers.
g) Open the condensate pump suction valves. Start one of the
No.1 and No.2 external desuperheater spray water valves M15V and local
condensate pumps, probably the low duty pump at this stage.
No.1 and No.2 main feed water pump valves (Note: Before entering the sea water or the condensate side of the condenser,
Slowly open the pump discharge valve and allow the pump to
open the doors and use a portable fan to aerate the chamber, leaving
gain suction and discharge into the main condensate line. Mechanical seal cooling/flushing valves M15V and local the forced ventilation in place during the time that personnel are
inside.)


Illustration 2.2.2a Distilled Water System
Steering Gear Room
DCS M123V
Starboard M124V Control Air Control M16V

Port Distilled I I
Distilled P P Air
Water Tank Water Tank
(231.5m3) (231.5m3)
M829V
M12
FW12V FW11V 1V M115V
M39V M113V
FW13V M130V FW14V
M122V M116V M118V
M132V MAKE UP SPILL
M119V M119V
M131V DCS
Control I
M140V P
Air
M141V M144V M142V To

Emergency By-Pass Atmospheric
Drain Tank
M145V From 1st Stage Feed Water Heater (Section 2.2.1)
M143V (Section 2.2.1a) To
Circulation Pump
Dearator To
A239V
(Section 2.2.3) External Desuperheater
From Boiler Feed Water Pump (Section 2.2.1)
Conductivity Recirculating Line (Section 2.2.3)
Meter M203V
FI Emergency Line to Boiler Feed Water

Control Air M204V (Section 2.2.3)
To Main Turbine Flash Chamber Make-Up

(Section 2.1.2a)
CATION ANION
To
To Auxiliary Condenser Auxiliary Feed Water Line
(Section 2.1.8a) to Boilers for
EXCHANGER EXCHANGER M576V Boiler Water Filling
(Section 2.2.3)
From Bilge, Fire and
General Service Pump
(Section 2.6.1a)
Ion Exchange Eductor From Fire Main
(3m3/h) Pressure Reducing Valve
(Section 5.1b)
From
S153V S154V Atmospheric Key
Drain Tank
M146V Pumps (Section 2.2.1) Sea Water
Booster Pump
Condensate
Distilled Water
Air
Electrical Signal
Ion
Exchange Unit Instrumentation
HCL (4m3/h) NaOH


2.2.2 DISTILLED WATER SYSTEM To change the plant to use the distilled tanks instead of the deaerator, set up The cation ion exchange makes the following change to potentially damaging
the valves as follows: hard salts:
Description
Position Description Valve NaCL =>R=> HCl
The distilled water for boiler use is stored in two tanks one port and one CaSO4 =>R=> H2SO4
Open Distilled tank suction port or starboard valve FW12V, NaNO3 =>R=> HNO3
starboard. Each tank has a capacity of 231.5m3. FW11V Ca(HCO3)2 =>R=> 2H2CO3
Distilled water is made into the tanks from the evaporation plant without the Close Deaerator steam inlet valve X33V
After a period of use the resin bed becomes loaded with cation and must be
addition of chlorine or any other potable water treatment. Salinity control of Open Third stage feed heater drain valve to first stage heaterT104V regenerated with hydrochloric acid.
the evaporator discharge ensures that the quality of the distillate is suitable
Close Third stage feed heater drain to deaerator valve T103V
for use in the boilers. The second stage is the anion exchanger which deacidifies the water. During
Open Distilled tank supply to feed pump suction valve M204V the operation strong anions like Cl, SO4, NO3 and slight anions like HCO3
An ion exchange unit treats the distilled water prior to its entry into the Open Feed pump recirculation valve to distilled water tanksM203V and SiO2 contained in the water are exchanged in the anion exchanger for OH
feed system (see below). ions from the resin bed mass. The debasified water leaves the filter through an
Close Deaerator feed outlet valve to feed pumps M203V
upper nozzle.
In normal operation one tank will be in use as feed make-up and the other tank Close Recirculation line to deaerator valve M202V
either filling from the evaporator or on standby. The distributed control system The ion exchange makes the following changes:
(DCS) displays the tank soundings and volume of the contents. The tank outlet Open Deaerator level control bypass valve M110V
valves are manual and cannot be operated from the DCS. Open Deaerator spill back bypass valve M118V HCL =>R=> HOH=H2O
H2SO4 =>R=> 2HOH=2H2O
Distilled water from the tank in use passes through a fine mesh filter before HNO3 =>R=> HOH=H2O
distribution to the services listed below: Ion Exchange Unit
• Emergency connection to the feed pump suctions The residual conductivity after treatment should be below 2uS/cm.
Equipment Specification
• Return from the feed pump recirculation line for emergency Maker: RWO Water Technology After a period of use the resin bed becomes loaded with anions and must
operation
Type: AGV 80-130 be regenerated with strong lye.
• Make-up to the atmospheric drain tank (ADT) Capacity: 4.0m3/h
• Spill back from the auxiliary condensate system Operation
• Topping up water to the main condenser Description The valves are pneumatic in operation and the process, once commissioned,
is automatic. Ensure that the valves from the distilled tanks and the discharge
Operation of all these services is described in the sections of this manual The ion exchange unit consists of two processes, the cation exchange and
valve to the distilled water make-up line are open. Place all the selector
detailing the relevant systems. the anion exchange. Water is drawn from the in-line distilled tank through a
switches on the control panel to AUTO. Set the conductivity level value to
dedicated line, treated and then delivered into the make-up line to the ADT.
1uS/cm.
Should the rate of delivery exceed the make-up required to the ADT, then
Use of the Distilled Tank during Deaerator Failure the water is spilled back to the distilled tank thus ensuring good distribution
The alarm signals are as follows:
of the treated water.
In the event of the deaerator needing to be taken out of service it is possible
to use the distilled tanks to keep the plant on line. This is only a temporary Pump in operation: Continuous light
The first stage of the process is the cation exchanger. This debasifies the
measure and consideration must be given to the loss of feed heating and more Trouble: Quickly flashing light
mineral content of the water, exchanging the hard salt ions such as Ca, Mg, K
importantly that removal of dissolved oxygen is now very limited. Increased Trouble after acknowledgment: Slowly flashing light
and Na for H ions from the resin bed mass. The water flows in at the bottom
dosage of hydrazine will be necessary to compensate and regular dissolved and exits the unit through a nozzle at the top.
oxygen and hydrazine level tests conducted to assess the dosing required. Regeneration of the resin beds should be carried out according to the
manufacturer’s instructions found in drawing No.6U-2846-234.
Difficulty may be experienced with the make-up to the ADT and the spill
back to the distilled tanks. Careful manual control will be required. For this
reason and those above, this method should only be used for a very short
while whilst making an emergency repair or alteration.


Illustration 2.2.3a Boiler Feed Water System
From Control Air System
DCS DCS
M114V
DCS DCS
I I
P P
PI
M M
Set at Set at
From 95.6 bar 3B 20B 26B 1B 1B 26B 20B 3B 95.6 bar
CI PX
Auxiliary Economiser Economiser
TI Condensate Systems
(2.2.1a) 13B
Deaerator M852V 13B M853V
PI
(30m3) DCS
LS
Level for Boiler Boiler
Main Feed Water Gauge 4B 12B 11B 11B 12B 4B Gauge
PIAH PIAH
TI Board PI PX PX
DCS DCS
PX PX PI Board
Pump Turbine
Trip
FS FS
LIAHL RWLI DCS FWR Steam Drum Steam Drum FWR DCS RWLI LIAHL
FS DCS DCS FS
M201V M202V
M831V M830V Boiler

To DCS Trip DCS
Distilled Water Boiler
Make-up/Spill Trip No.2 Main Spray Water No.1 Main
M203V Line (2.2.2a) Port Boiler To Auxiliary Starboard Boiler
Steam
Desuperheater
M205V
M204V Set at
5Bar
To
Emergency Boiler Feed Water M69B M69B M69B M69B
Suction From 206V Analysis Unit (2.2.4a) TI
Distilled Water M817V
Tanks
(2.2.2a) 3rd Stage Feed
Water Heater
From Auxiliary Feed Water Line M829V
Chemical
Feed Pump (2.2.4a) TI DPX DPX DPX For DPX
M302V For
M818V Control Control
For For
Main Feed Water Line Spray Water
To Alarm Alarm
To External
Turbine Driven M832V M833V Desuperheaters
Feed Water Pump M804V M802V M808V M806V M814V M812V
Remote Control Turbine Driven
M825V System M803V M801V M807V M805V Boiler M813V M811V From
Feed Water Pumps Condensate
M826V LS PI (140m3/h x 865mth) PI Drains Pump (Section 2.2.1b) Key
M824V S From Electric PI For Boiler Water Filling PX PX PI
Control Motor Driven PS Run Signal PS Run Signal
Air Boiler Feed Water Electrical Signal
M823V System Pump M 810V M816V
(6m3/h x 860mth) PIAH Condensate/HP Feed Water
DCS
DCS
CI PI PI For
Distilled Water
Feed Water
Control Compressed Air
M210V M211V M213V
Instrumentation


2.2.3 BOILER FEED WATER SYSTEM The feed pumps take suction from the deaerator feed outlet which is situated Description of the Main Feed Water Pumps
high up in the engine room. This provides a suction pressure at the pump high
enough to prevent the feed water from boiling at the pump entry. The turbine feed pump consists of four main sections:
Equipment Specification
• Turbine assembly
Main Turbine Feed Water Pumps The feed pump delivers its output into both the main feed water line and the
auxiliary feed water line. • Bearing housing assembly
Maker: Coffin
Type: DEB-16 • Governor gear and oil pump assembly
A recirculation valve is fitted to the feed pump outlet. This is connected to
Power: 482kW the feed pump recirculation line. A valve situated within this line controls the • Pump assembly
Drive: Superheated steam flow through it. The feed recirculation line is either open or closed with no
intermediate control. It is provided to ensure that at low feed flow rates to The four sections are mounted an a rigid base plate with air spaces in between
Steam conditions: 60 bar at 510°C
the boilers, sufficient feed flow can be maintained through the feed pump to the main sections to prevent leakage from any part of the assembly into
Exhaust pressure: 1.8 bar the adjacent section.
prevent damage due to overheating.
Capacity: 140m3/h at 865mth
Operating speed: 7,800 rpm The main feed water line is the normal route for the feed flow through to the The driving steam enters the single stage, impulse, two bucket row, velocity
boiler steam drum. The feed water passes through the third stage feed heater compounded, axial flow turbine through the top of the unit by way of the
Overspeed trip: 8,300 rpm
where it receives further heating from the bleed steam. The heater is of tube steam strainer. It then passes through the steam chest and is guided to the
Sentinel valve: 3.8 bar nozzle block by means of the steam chest manifold and external nozzle
construction, the water passing through the tubes and the bleed steam passing
Back pressure trip: 4.2 bar over the tubes. This is the third stage of the feed heating which is intended to piping. After expanding through the turbine wheel, the steam exhausts in an
Operating oil pressure: 2.8 bar regain as much heat as possible from the plant that may otherwise be lost. This axial direction from the upper portion of the turbine casing directly above
Low oil pressure trip: 2.1 bar in turn heats the feed water to reduce the fuel requirement within the boiler and the turbine end cover.
High oil temp. trip: 80°C thus increase the overall plant efficiency. The third stage feed heater does not
have any means of bypass for the feed water whilst using the main feed water A single shaft passes through the turbine housing, bearing casing and pump
Vibration alarm: 7.1µm/s housing. It is supported by two roller bearings located in the bearing casing
line. Bypass can only be achieved by using the auxiliary feed water line.
Vibration trip: 11.2µm/s and a steady bearing of the thrust type located on the outboard end of the
The main feed water line now passes to the economiser inlet header through pump housing. The pump rotating parts are supported between one roller
the feed regulating valve and the motorised feed stop valve. The feed bearing and the outboard thrust bearing. The turbine wheel is overhung in
Electric Driven Feed Water Pump regulating and boiler level control system is described in section 3.3.2 Boiler the turbine housing to the right of the roller bearing. The bearing casing
Maker: Naniwa Pump Mtg Control Systems. The regulated quantity of feed water gains further heat from additionally serves as an oil reservoir, where the oil temperature maintained
the boiler flue gases in the economiser and exits at the economiser outlet throughout the LO system is controlled by a shell and tube type oil cooler,
Pump No.: 99-E1467
header. The economiser can be bypassed for maintenance or repairs but only installed independently of the feed pump.
Type: HP-150-8 horizontal reciprocating
when the boiler is at minimum firing.
Drive: 26kW electric motor The rolling element type thrust bearing serves its primary function as a steady
Capacity: 6m3/h at 860mth The boiler main feed stop valve is situated between the economiser and the bearing, there being little thrust with the pump operating under hydraulically
boiler steam drum. balanced conditions. The pump is completely balanced and the small residual
thrust is a function of the relatively low exhaust pressure.
Feed Water Shut-Off Motorised Valve 26B
The auxiliary feed water line is provided for use when a problem develops
Maker: Seibu Electric and Machinery Co. Ltd with the main water line, the third stage feed heater or the feed regulating The main shaft serves the additional purpose of providing power to the
Type: LIKD-50R valve or system. Its most direct route to the boiler bypasses the economiser horizontal governor drive shaft through a worm and worm gear. This horizontal
but the valves are arranged so that the auxiliary feed water can be passed shaft is connected to a vertical shaft through a set of spiral mitre gears to drive
through it if required. the centrifugal speed governor and gear type main oil pump.
Description of the Main Feed System
CAUTION The main shaft is protected by stainless steel sleeves fitted where it passes
The main feed system returns the condensate from the steam plant consumers Care should be taken when using the auxiliary feed regulator during through the labyrinth type sealing glands and where it meets the inboard and
back to the boilers. This involves raising the pressure sufficiently enough to fluctuating loads not to over compensate with movement of the valve. This outboard mechanical seals. The shaft sleeves abut tightly one against the other
create flow against the boiler steam drum pressure. This is achieved by turbine can lead to the feed pump overspeeding or slowing enough to trip due to to establish an axial position and clearance of all moving parts.
feed pumps which are high speed multi-stage centrifugal pumps. Two main low oil pressure.
feed pumps are supplied, one in use and one on standby. A third electrically Control of the feed pump is exercised through operation of the single balanced
driven feed pump is supplied for initial starting of the plant. governor steam valve. The operation of this balanced valve is affected by the
following conditions:


Illustration 2.2.3a Boiler Feed Water System
From Control Air System
DCS DCS
M114V
DCS DCS
I I
P P
PI
M M
Set at Set at
From 95.6 bar 3B 20B 26B 1B 1B 26B 20B 3B 95.6 bar
CI PX
Auxiliary Economiser Economiser
TI Condensate Systems
(2.2.1a) 13B
Deaerator M852V 13B M853V
PI
(30m3) DCS
LS
Level for Boiler Boiler
Main Feed Water Gauge 4B 12B 11B 11B 12B 4B Gauge
PIAH PIAH
TI Board PI PX PX
DCS DCS
PX PX PI Board
Pump Turbine
Trip
FS FS
LIAHL RWLI DCS FWR Steam Drum Steam Drum FWR DCS RWLI LIAHL
FS DCS DCS FS
M201V M202V
M831V M830V Boiler

To DCS Trip DCS
Distilled Water Boiler
Make-up/Spill Trip No.2 Main Spray Water No.1 Main
M203V Line (2.2.2a) Port Boiler To Auxiliary Starboard Boiler
Steam
Desuperheater
M205V
M204V Set at
5Bar
To
Emergency Boiler Feed Water M69B M69B M69B M69B
Suction From 206V Analysis Unit (2.2.4a) TI
Distilled Water M817V
Tanks
(2.2.2a) 3rd Stage Feed
Water Heater
From Auxiliary Feed Water Line M829V
Chemical
Feed Pump (2.2.4a) TI DPX DPX DPX For DPX
M302V For
M818V Control Control
For For
Main Feed Water Line Spray Water
To Alarm Alarm
To External
Turbine Driven M832V M833V Desuperheaters
Feed Water Pump M804V M802V M808V M806V M814V M812V
Remote Control Turbine Driven
M825V System M803V M801V M807V M805V Boiler M813V M811V From
Feed Water Pumps Condensate
M826V LS PI (140m3/h x 865mth) PI Drains Pump (Section 2.2.1b) Key
M824V S From Electric PI For Boiler Water Filling PX PX PI
Control Motor Driven PS Run Signal PS Run Signal
Air Boiler Feed Water Electrical Signal
M823V System Pump M 810V M816V
(6m3/h x 860mth) PIAH Condensate/HP Feed Water
DCS
DCS
CI PI PI For
Distilled Water
Feed Water
Control Compressed Air
M210V M211V M213V
Instrumentation


Pump Discharge Pressure Operation of the Main Feed Water System from the Distributed This ensures that at low feed flow rates to the boilers, sufficient feed flow can
The constant pressure regulator actuates the oil relay via the main control Control System be maintained through the feed pump to prevent damage due to overheating.
lever, to position the valve in order to maintain the maximum required The operator may open and close this valve manually from the screen if
discharge pressure. During normal operation, this valve is always in constant The following DCS graphic screen is used in the control of the main feed water desired.
motion under the pressure regulator’s control. This effectively prevents the system:
valve sticking. Both feed pumps are controlled from a single source. The output to the non-
• T30-453-01 FEED WATER SYSTEM running pump is blocked by a switch which is held in the off position until the
system detects, from a discharge pressure switch, that the pump is running.
Centrifugal Speed Governor Control of the boiler level control system is from graphic screen: When this occurs the switch is closed and the control signal is passed to the
The centrifugal speed governor trips the oil relay via the main control • T30-452-07 BOILER WATER LEVEL CONTROL appropriate governor.
lever when the rated speed has been exceeded and causes the closing of the
balanced governor steam valve. This trips the pump and avoids excessive rotor Two main steam turbine driven feed pumps are fitted, with a smaller, third As the pump reaches this position and providing no trip signal is received,
stresses. electric driven pump for initial priming of the boiler. The electric feed pump a pulse is sent to a ramp generator which gives an output to the governor
can be started and stopped from the DCS but does not have any form of increasing at 200% per minute, therefore increasing the pump output pressure.
output control from the DCS. When the ramp generator reaches maximum, it returns to zero, awaiting the
High Exhaust Back Pressure Trip next start. During this period, the signal to the governor is monitored and
The high exhaust back pressure mechanical trip actuates the oil relay via the Each of the two main feed pumps is fitted with a control device which when the opening is 60%, a switch is operated, giving a signal to an ‘and’ gate
main control lever, to relieve the oil pressure required to hold the governor receives a 4-20mA signal from the DCS which operates to increase or which receives three signals. The second signal is the ‘pump running’ signal
balance valve open. decrease the discharge pressure as required. This is achieved by regulating which is based on pump lubricating oil pressure. The third signal is the feed
the steam supply to the feed pump though a steam control valve fitted in pump discharge pressure once the pressure exceeds 68 bar. Once these signals
the main steam supply lines. are confirmed, a signal is set which changes over the position of a switch
Loss of Lubricating Oil Pressure
and passes control to one of the proportional + integral + derivative (PID)
Loss of lubricating oil pressure causes the same action as the high exhaust back The feed pumps supply feed water to the boilers. One feed pump is sufficient controllers in the system.
pressure mechanical trip. to supply both boilers and the pumps are arranged as duty and standby units.
If the steam drum pressure is less than 60.3 bar i.e. a cold start, then control of
The feed pumps are normally controlled on the basis of the differential pressure the feed pump is by feed pump discharge pressure with an operator set control
Pump Assembly
between the feed pump discharge pressure and the steam pressure in the boiler point, normally set at 68 bar. As the steam pressure increases, it passes the
The pump assembly is of the centrifugal type. The feed water enters at the steam drum. This parameter is measured on both boilers and the lower of the value of 60.3 bar and control is transferred automatically to the differential
first stage of the unit, travels downward through suction passages, is directed two values is used as the basis for control. pressure control loop. Two transmitters are provided for each boiler and are
axially into the impeller and is discharged radially into the nineteen stage connected as a duplicated pair.
diffuser. It is directed by the pump casing to the second stage impeller, In the event that a boiler is ‘Off’ as recognised by ‘No Flame’, the signal
through the second stage diffuser and finally out through the pump discharge for that boiler is inhibited. For starting the pumps when the boiler is at low
flange. Procedure to Prepare the Feed Water System for Use and to
pressure, the feed pump is initially ramped until a discharge pressure control
loop takes over. The low driving steam pressure at this stage will also have a Start a Turbine Feed Water Pump
Turbine Extra Nozzle Handwheels limiting effect on the output pressure of the feed pump. Once the common feed
pressure reaches 68 bar, the control transfers to the second differential pressure a) Start to warm through the main superheater lines to the main
Turbine extra nozzle hand valves are provided to permit more efficient feed pumps. Prepare the main and auxiliary feed systems for
controller. The system remains in that state unless the common feed pressure
operation of the turbine at loads other than the normal design rated load. As operation including the electrical feed pump. Line up the valves
falls to less than 68 bar. The DCS transfer of control between controllers is
mechanical wear takes place in the feed pump between rebuilds, its efficiency as follows:
always seamless.
drops. The extra nozzles are provided to allow additional steam to be supplied
to bring the pump up to rated output. Position Description Valve
Failure of the feed pump may be recognised by a number of means and in
this case, providing the transfer conditions are met, the standby pump will Open Deaerator feed outlet valve M201V
They are also used when the steam plant is being operated at higher than
automatically start. Inhibition of automatic starting is provided in the event of
normal load or during heavy manoeuvring where the boiler levels are Open Feed pump suction valves M210V, M211V, M213V
deaerator low-low level and by the occurrence of a blackout. In this event, the
fluctuating rapidly.
starting is delayed until the main power is restored. Open Feed pump recirculating valves M810V, M816V
In the event that the steam demand from the boilers is small and the vessel Open Feed pump recirculating controller valves M823V, M825V
is in manoeuvring mode, the feed pump recirculation valve is automatically Closed Feed pump recirculating controller bypass valve M826V
opened.


Position Description Valve • Crack open the manual steam supply valve. If any of the above conditions subsequently change an alarm would be raised
Open Feed pump recirculating line to deaerator M202V and the AUTO condition automatically cancelled. In AUTO condition, if the
• Before the feed pump can be started, it is necessary to start
running pump trips for any reason other than deaerator low-low level, or if
Open Feed pump main feed discharge valves M801V, M802V the auxiliary LO pump, which will lift the governor valve.
the differential between the feed pump discharge pressure and the boiler drum
M805V, M806V • Open the manual steam valve gradually and run the pump pressure becomes too small, and providing that there is no blackout, then a
up to a discharge pressure of 30 bar, proving that water is standby start command is issued. The same sequence occurs as for the operator
M811V, M812V being delivered through the recirculating line. initiated start.
Open Feed pump auxiliary feed discharge valves M803V, M804V • If the pump is performing satisfactorily, stop the pump,
close all non-automatic drains and set the pump for a remote In the event of a blackout, the start will occur when the blackout is cancelled
M807V, M808V
start as follows: and power is restored.
M813V, M814V
In the event of a standby start, the AUTO condition is automatically cancelled.
Open 3rd stage feed heater inlet and outlet valves M817V, M818V 1. Put the LO pump on remote at the main switchboard panel.
Whilst in the AUTO condition, the operator may select START from the
Open Spray water to external desuperheaters M832V, M833V 2. Ensure that the governor valve is closed ie in the DOWN position. keyboard and the pump will start, with the AUTO condition being cancelled.
3. Open the manual steam supply valve.
Similarly, if the operator requests STOP for the standby pump (there would be
b) Arrange the boiler feed inlet valves as required (see section 4. Ensure that the FW cooling is circulating through the LO coolers. no reason since the pump is not running) the AUTO condition is cancelled.
3.3.3 Boiler Operating Procedures).
5. All manual valves on the automatic drains are open.
If a trip condition occurs for the standby pump, the AUTO condition is
It is assumed the one boiler is now producing sufficient steam to operate 6. The pump suction and discharge valves are open. cancelled. An automatic transfer from AUTO will generate an alarm and alert
the feed pump. 7. The recirculating manual valves are open. the operator.
c) Prepare the feed water pump for use as follows:

Starting from the DCS Screen
• Check the feed pump lubricating oil (LO) sump for water
Setting the Off-Line Feed Pump to Standby Mode
The standby pump may be started from the DCS screen T30-453-01 FEED
and drain as necessary through the sump drain valve.
The system allows the operator to select AUTO (Standby) and in this SYSTEM. as follows:
• Check the LO level on the dipstick and top up as condition, if any failure occurs on the running pump (except deaerator • Click on the LO pump icon to open the operating menu which
necessary. low-low level, which causes both pumps to stop), the second pump will shows the AUTO button as red and the OFF button as grey.
• Open the cooling water inlet and outlet valves to the LO start automatically.
• Double click on the OFF button to take the pump off automatic
cooler.
Prepare the standby feed pump as described above. start.
• Open the turbine casing drain valve.
• Click on the motorised steam valve to open the operating
• Open the steam chest drain valve. In order to select AUTO certain conditions must apply: menu.
• Open the pump suction valve very slowly and monitor the • Feed pump suction valve open • Double click on the OPEN button to open the valve.
pump casing pressure (always open the suction valve before • Feed pump exhaust valve open
opening the discharge valve).
• Auxiliary LO pump starter set to REMOTE at the main As the valve opens the steam is admitted to the turbine and the pump starts.
• Vent any air from the pump through the vent valve. switchboard panel
• Supply sealing and cooling water to the feed pump • Feed pump steam inlet valve controller set to REMOTE at the Local Operation
mechanical seals. main switchboard panel The feed pumps must be operated from the engine control room DCS screen
• Open the pump discharge valve. • Feed pump steam inlet valve controller operable either with manual start and stop or by automatic start because the steam
• Open the recirculation valve. control valve is controlled by the DCS.
• Feed pump is not tripped
• Open the turbine exhaust valve very slowly and carefully • The other pump must be running The auxiliary LO pump and various valves may be operated locally and in
monitor the turbine casing pressure. When open, allow the each case, the DCS notes the condition and will not allow a start request.
turbine and casing temperature to rise to that of the exhaust • The pump to be designated standby must be stopped
In these conditions it is still possible to issue a STOP or TRIP command
steam temperature over a period of 30 minutes. from the DCS.
When the above conditions are met, the operator may select AUTO.
• Reset the turbine trip lever and ensure that the governor
steam valve is closed ie in the DOWN position.


Stopping a Feed Pump • Upon receipt of a ‘running’ signal from the LO pump and
Stopping of a feed pump is normally carried out from the DCS faceplate providing the steam inlet valve is not already open, a pulse
by clicking STOP. It is good practice to stop a running pump by using or signal is sent to the controller to initiate the ‘Open’ command
simulating one of the trip devices, which has the advantage of testing the trip to the steam inlet valve. An alarm is generated if the valve
and testing the automatic start of the standby pump. is not fully opened in a predetermined time. In this event,
a signal is sent to once more close the steam inlet valve for
After the pump has stopped, check for water leakage from the mechanical safety, and resets the start block thus cancelling the start
seals, this commonly occurs when the pump is stopped and ‘takes up’ with the command. No stop command is sent to the auxiliary LO
pump running. pump in this case because the pump will automatically stop
after 60 seconds.
Reset the trip device and place the pump in AUTO mode as described above. • As the steam inlet valve opens, the feed pump begins to
A trip of the feed pump may be caused by: rotate and the internal mechanical LO pump begins to
• Local trip i.e. high back pressure, overspeed, manual trip generate LO pressure. Once sufficient pressure is generated
as monitored by pressure switch 3-PS-14, a ‘stop’ signal is
• Excessive vibration sent to the auxiliary LO pump since it is no longer needed.
• Excessive axial displacement In the event that the pressure fails to achieve the pressure
required after 60 seconds, the auxiliary LO pump is stopped
• Low-low lubricating oil pressure automatically and an alarm is initiated.
• Low-low deaerator level • If the sequence proceeds without fault, the steam valve will
open fully as monitored by a valve mounted limit switch,
In the event that a trip condition has occurred, the operator must reset the at which time the start order is cancelled and the pump is
system from the keyboard before a start may be attempted. Reset is not considered to be running. Once the start order is cancelled,
possible if the condition still exists. the LO trip pressure switch becomes active once more.
(Note: The lubricating oil pressure will be zero which would normally cause (Note: If a ‘stop’ command is issued at any time or a trip condition occurs, the
a trip, but the system is arranged to allow a trip reset and pump start feed pump is stopped by stopping the auxiliary LO pump (if running)
before the lubricating oil trip becomes active.) and closing the steam inlet valve.)
d) When all the above conditions are met, the operator may request
a pump start from graphic screen T30-453-01 FEED SYSTEM. With the system now operating normally it is important to make regular checks
The following sequence is started: of the feed pumps paying particular attention to the following:
• The DCS checks that the conditions are correct (see above) • LO level and drainage of water from the sump
• A pulse signal sets a block and passes a continuous signal • Leakage from the mechanical seals
to the ‘Standby’ selector, to ensure that it is set to ‘Manual’ • Correct flow of cooling water to the mechanical seals
(or sets it to ‘Manual’ if not), and to the trip circuit to inhibit
the low LO trip during this starting period. • Offline feed pump is not rotating backwards due to exhaust
leakage
• A pulse signal START command is sent to the auxiliary
LO pump via a gate which inhibits this signal if a stop or
trip command is issued. A timed alarm circuit is initiated
to indicate a failure of the pump to start in a predetermined
time. In this event, the system sends a ‘stop’ command to
the LO pump starter for safety, and resets the start block
thus cancelling the start command. If no further action takes
place the starting of the feed pump will be deemed to have
failed. This situation will remain until reset by the operator.
Under normal conditions i.e. no failure, the LO pump
starts.


Illustration 2.2.4a Boiler Water Blowdown, Sampling and Treatment System
M114V
Steam Drum Steam Drum
15B 16B 15B 16B
PI 62B 61B 62B 61B
From
Auxiliary
Condensate Systems
CI PX
(Section 2.2.1a)
TI No.2 Main No.1 Main
Key Port Boiler Starboard Boiler
Deaerator PI
(30m3) DCS
Electrical Signal
Condensate/HP Feed Water Water Drum Water Drum

TI
67B 68B 65B 64B 67B 68B
Fresh Water/Distilled Water
Bottom Water Wall Header Bottom Water Wall Header 65B 64B
Instrumentation
M201V 69B 69B 66B 69B 69B 66B
M202V
From
To
Main Condensate
Distilled Water
Pumps
Make-up/Spill
M203V Line
Sample From
M205V M303V Main Condensate
Pumps (Section 2.2.1a)
M204V Set at
5Bar
M
M206V M901V
M M Hydrazine
Mixing LS
LS LS Tank
Chemical Chemical
(0.3m3) LI
Tank Tank
Emergency LI (0.15m3) (0.15m3) LI
Suction From M902V
Distilled Tanks M302V
To
Turbine Driven
Feed Water Pump TI TI
Remote Control
M TI TI
825V System
M
LS Cooling From
M82 PI PI
M824V S From Chemical Main Condensate
6V Pumps (Section 2.2.1a)
Control Chemical Injection
Air Injection Pumps C C
M823V Pumps (3.5L/h
System
(15L/h x 80 bar) x 8 bar) PH PH PH PH
C C
From
Boiler Feed Water
Pumps Recirculating Hydrazine Injection Unit
To Boiler Water Chemical Injection Unit Boiler Water Analysis Unit
Line
Boiler
Feed Water To Atmospheric Drain Tank
Pumps (Section 2.1.8a)


2.2.4 BOILER WATER BLOWDOWN, SAMPLING AND The main water analyser units have permanent sample lines fitted, which are Water Specification (Boiler Manufacturer Figures)
TREATMENT SYSTEM led through coolers to permanent test meters.
Boiler Water
These are fitted for the following: pH at 25°C: 9.6 - 10.3
Introduction Conductivity: less than 400uS/cm
Port boiler water drum sample: Test for pH and conductivity Total dissolved solids: less than 200ppm
Chemical analysis and treatment of feed water is undertaken to prevent Chlorides: less than 20ppm
corrosion and scale formation in the main boilers and feed system and Starboard boiler water drum sample: Test for pH and conductivity Phosphates: 4 - 20ppm
degradation of the steam quality. Inadequate or incorrect treatment can result Hydrazine: 0.02 to 0.10ppm
in severe damage to the boilers and constant monitoring is necessary to give Deaerator outlet water sample: Test for pH and conductivity Silica: less than 4ppm
an early indication of possible contamination of the feed water. Oil: close to 0ppm
Main condensate pump discharge: Test for pH and conductivity Feed Water
Chemical treatment and analytic tests must be undertaken in accordance
with the detailed instructions given by the chemical supplier and the water All the above permanent test points can be bypassed to enable samples to be pH at 25°C: 9.0 - 9.5
characteristics maintained within the ranges specified. Test results are to taken and manual testing to be done. Total hardness: 0ppm
be recorded in a form that enables trends and the effect of treatment to Oxygen: 0.028ppm
be monitored. All the coolers use condensate from the main condensate pump discharge Hydrazine reserve: 0.01 or above
as their cooling medium, the returns being led to the atmospheric drain
The dissolved solids in the boiler water are controlled by use of scum lines tank (ADT). (Note: The following information is given for general guidance only.
in the steam drum and/or blowdown valves in the water drum, through which Reference must be made to the specific instructions from the boiler
these impurities are discharged overboard. These systems are an integral part chemical supplier regarding final data for chemical treatment of the
of the boiler water treatment. Chemical Injection Units boilers and feed water.)
The hydrazine injection unit provides a continuously metered supply of
hydrazine into the drop line to the feed water pump suction. The facility exists Low boiler water pH may be the result of pollution by sea water or lack of
Water Analysis and Treatment Integration with the Distributed adequate phosphate treatment. A return to the normal state is required at
to pump this to the feed pump recirculation line during flashing up of the plant.
Control System The hydrazine is used as an oxygen scavenger in the system. The unit consists the earliest opportunity. A tendency for a rise of the boiler water analysis
of a tank, which is filled with a mixture of distillate water supplied from the figures towards the range maximums, with the exception of hydrazine, may
Distributed Control System (DCS) graphics screen T30-452-08 displays the main condensate pumps and hydrazine compound. They are mixed in the tank also be the result of contamination by sea water, or insufficient blow down
continually updated results from various test points around the feed system. It using an agitator and the resulting mix is injected into the feed line through of the boilers.
also displays the chemical containment tanks and allows control of the mixing the metered pump. The stroke of this pump can be adjusted to give correctly
paddles and the injection pumps. metered amounts into the system. Low or inadequate dosage of ammonia or neutralising amine may cause a feed
water pH of 8.5 or less. This should be rectified at the earliest opportunity.
On-line analysers are fitted to various units in the feed system and constantly The boiler chemical dosage unit consists of two tanks of 150 litres capacity Too high a dosage of ammonia or neutralising amine, resulting in a pH in
monitor the water condition raising an alarm when a specific contamination is each, into which the chemicals to be dosed are mixed with distilled water. The excess of 10, may not be detrimental to the steel in the system, though it is not
detected. They are fitted at the following points: two tanks serve the two boilers using high pressure dosing pumps to inject the recommended and system levels should be reduced into the range.
chemicals into the boiler steam drum, through its chemical injection valves.
No.1 evaporator distillate: Salinity The dosing rate is 15 litres/hour and therefore the dosage can take place over Increase in hardness and/or sodium is a result of sea water contamination and
several hours rather than a concentrated quick dose. The chemical dosing line should be rectified as soon as possible. Iron contamination is a result of too
No.2 evaporator distillate: Salinity is common and therefore only one boiler can be dosed at a time although the low a pH and/or excess dissolved oxygen. If the oxygen level increases, the
independent mixes can be prepared in the two separate tanks. source of contamination is to be located and rectified as soon as possible
Auxiliary condenser outlet: Salinity and the hydrazine dosage increased until the feed water content returns
The stirring paddles and the dosing pumps can be operated from the DCS within limits.
Condensate drains pump discharge: Salinity screen.
Contamination by organic matter cannot be rigorously defined, as potential
Deaerator outlet: Salinity contaminants are diverse. Any source of oil contamination must be identified
and isolated as soon as possible, with the use of the scum valves on the
Main condensate pump discharge: Salinity observation tank used to clear any accumulation found in the tank.


Sampling Procedure Dosing Procedure d) Start the pump motor which drives both pumps simultaneously.
Both the pumps and the paddles can be started locally or from
The following information applies to whichever of the sample units is being a) Fill the two sections of the dosing tank with water from the the DCS.
used. main condensate discharge, piped to the filling valves.
The dosing pumps will be stopped by a level switch when the tank is
a) Check that the cooling water lines from the main condensate b) Add the chemicals to be dosed to the separate tanks, based nearly empty.
pump discharge to the individual analyser coolers are open. on the results of the boiler tests. Start the stirring paddles and
Check the individual cooler outlet flow meters to ensure that allow any powdered chemical to dissolve.
the correct amount of cooling medium is present.
Boiler Blowdown Procedure
c) Open the tank outlet valves, the pump’s discharge primary
Boiler blowdown, through the valves on the water drum, imposes a considerable
b) Ensure that the cooler outlet valve to the sensing units is and secondary valves and the boiler drum chemical injection
load on the boiler. When in port, the duty deck officer should be contacted, to
closed and open the bypass valve to drain the line to the primary and secondary valves. Ensure that the dosing pump
ensure that the discharge from the ship’s side will not be dangerous.
collecting tray. crossover valve and the boiler drum chemical injection primary
and secondary valves on the boiler not being dosed are closed.
a) Open the following valves fully.
c) Open the inlet valve to and the outlet valve from the cooler,
allowing the line to be tested to flow through the cooler. Allow d) Start the pump motor which drives both pumps simultaneously.
several minutes to pass while the line is drained of any standing Both the pumps and the paddles can be started locally or Position Description Valve
water which may be present from previous use. Some of these from the DCS. Open No.1 or No.2 ship’s side blowdown valve M901V or M902V
lines cover large distances and must be allowed time to clear in
order to ensure a water sample is taken of the water presently The dosing pumps will be stopped by a level switch when the tank is Open No.1 or No.2 primary blowdown valve (bottom blow) 65B
in the system. nearly empty. Open No.1 or No.2 primary scumming valve (surface blow) 62B
d) Check the thermometer in the line to ensure that the sample is at b) For bottom blowdown slowly crack open the secondary valve
the correct temperature. A sample taken while the temperature Hydrazine Dosing Unit
M64B. Adjust the secondary valve to control the blowdown
is too high may not be tested satisfactorily, as the test chemicals rate. For a surface blow of the boiler steam drum slowly crack
themselves are only rated at certain temperatures. The hydrazine dosing unit should be operated continuously to maintain a
constant hydrazine reserve with little fluctuation. The capacity of the tank is open the secondary valve M61B. Adjust the secondary valve to
such that a full tank will continuously dose the system for approximately three control the blowdown rate.
e) Once the line has cleared and the temperature is correct, the
bypass valve may be closed and the valve to the test analyser days. The concentration of hydrazine should be varied depending upon the
results of the tests. c) As the blowdown progresses, continually monitor the boiler
units opened. Check individual flow meters to ensure correct water level and ensure this is being maintained and the feed
water flow through the sensors. pump discharge is coping with the extra load.
Dosing Unit Operation
f) Manual samples may be taken from the bypass line. d) When the blowdown is to be stopped, close the secondary and
a) Fill the dosing tank with water from the main condensate
discharge, piped to the filling valve. primary blowdown valves, then the ship’s side valve.
CAUTION
Boiler water samples are taken from the water drum and are therefore at (Note: More frequently, boiler impurities are discharged overboard via the
b) Add the hydrazine to be dosed to the tanks, based on the results
a high pressure and temperature. Great care should be taken whenever scum valves on the steam drum. As this line is relatively small in
of the condensate and boiler tests.
these valves to the sample unit are opened. This must be done slowly. diameter it is easier to control the flow so that this system can be used
c) Open the tank outlet valves, the pump’s discharge primary with the boiler on higher loads. However, it is less effective because a
If any samples are also to be taken from the analyser unit meters, then lot of the water removed is fresh feed having just entered the drum.)
and secondary valves and the boiler drum chemical injection
clean dry flasks with stoppers are to be used. The flask should be filled to
primary and secondary valves. Ensure that the dosing pump
overflowing and sealed to prevent any ingress of oxygen while the flask is WARNING
crossover valve is closed. Open valve M301V on the main
standing waiting testing. Never open the water wall header drain valves with the boiler under
condensate to the deaerator line.
pressure. If possible fit blanks to these lines which are removed only if
Boiler Compound Injection Unit (Note: It is possible to inject the hydrazine into the feed pump recirculation the boiler is shut down and being drained.
line during initial plant flashing. Ensure that after this the hydrazine is
Chemicals are injected into the boiler steam drum under its water level. This injected into the main condensate to the deaerator line. The feed pump
is done so the natural water circulation system within the boiler will move the recirculation valve is closed when the boilers are sufficiently loaded
chemicals around the boiler and ensure an even distribution. and therefore the hydrazine will not enter the feed system if injected
into the recirculation line.

2.3 Lubricating Oil Systems
2.3.1 Main Turbine Lubricating Oil System
2.3.2 Stern Tube Lubricating Oil System
2.3.3 Lubricating Oil Purifying System
2.3.4 Lubricating Oil Filling and Transfer System
Illustrations
2.3.1a Main Turbine Lubricating Oil System
2.3.2a Stern Tube Lubricating Oil System
2.3.3a Lubricating Oil Purifying System
2.3.4a Lubricating Oil Filling and Transfer System


Illustration 2.3.1a Main Turbine Lubricating Oil System Situated Near Main LO Gravity Tank
in Boiler Water Test Room LIAL
LX
DCS
Main Lubricating
TIAH
DCS Oil Gravity Tank L205V
L211V L210V (30.4m3)
TX TIAH
PI PI DCS L209V
L206V
Intermediate
Bearings TX
L207V
To Lubricating
2 1 Oil Drain Tank
Engine Driven TIAH TIAH TIAH TIAH L208V
Lubricating DCS DCS DCS DCS
Oil Pump PI
TI TI
(150m3/h x 3bar) TIAH TIAH TIAH
TI TI
DCS DCS DCS
Astern
Guard L219V L220V
L216V Valve From/To Central
DPX DPIAH Fresh Water
TX TX TX Operating DCS
PI TX TX Mechanism Cooling System
PI
TX TX (2.8.1a)
TIAH
DCS
L217V L218V
TIAH
DCS TX
TX TX TX
TI TIAH
TX
LP Turbine TX
DCS
TIAH TIAH Astern W67V W65V
DCS DCS TIAH TX
Main Thrust
TX
DCS Manoeuvring DCS
Valve PI PI
Bearing
TIAH Operating TI TI
I
DCS P
From Mechanism
Purifier P
TIAH Ahead Nozzle P
From DCS TIAH Valve Operating L215V L213V
Storage DCS
Mechanism
Tank TIAH
TX No.2 Main No.1 Main
DCS
TX Turbines Turbines
TIAH TX
DCS PI
2 Control LO Cooler LO Cooler
TIAH
TX Air
DCS LS
TX
TX HP Turbine L214V L212V
L47V L53V LO
1 Temperature
TIAH
DCS Control
L204V TX TIAH
Valve
DCS DPX
TX TX TI TI
PS Turning
TIAH
To LO Gear TIAH TIAH TX
DCS
PI PI
Transfer Pump DCS DCS W68V W66
PS Control
and Purifier
Oil Pumps
DPIAH
L201V DCS I DCS
(2.4m3/h x
L48V
TIAH
TX P 15kgcm2)
L202V DCS
P Pressure
PI PI TX TX TX P Key
Control Control
Auxiliary Lubricating Air TIAHL
TI TX
DCS
Fresh Water
2 1 Oil Pumps TIAH TIAH TIAH
FLG DCS DCS DCS
(150m3/h x 3.5bar) Lubricating Oil
LIAHL Air
LX
Main Lubricating DCS
Oil Sump Tank Electrical Signal
(69.4m3) LAL
LS Instrumentation
DCS
To Lubricating
Oil Drain Tank
Issue: 1 Section 2.3.1 - Page ! of 4


2.3 LUBRICATING OIL SYSTEMS A control oil system is provided at the turbine. This is independent of the main Should the pump fail to start within a preset time the standby pump will be
LO system and is discussed in section 3.4.1. The main LO sump tank is fitted started, provided that the second pump was selected in automatic mode.
2.3.1 MAIN TURBINE LUBRICATING OIL SYSTEM with high and low level alarms and the main LO gravity tank is fitted with a
low level alarm. When the main LO pump is operating the standby facility still applies and one
of the auxiliary pumps may be selected as the standby pump. This would be
Auxiliary Lubricating Oil Pump
A dehumidifier is connected to the gearbox and removes moisture from done at the start up of the system as one of the auxiliary LO pumps would be
Maker: Teikoku Machinery Works Ltd. the gearbox atmosphere and hence from the lubricating oil system. The started and the other selected as the standby pump.
No. of sets: 2 dehumidifier is air activated.
Type: Vertical centrifugal When the turbine is in the at sea condition and the main LO pump takes over,
the running auxiliary LO pump will cut out and the auxiliary LO pump selected
Model: 200TVC-AP Control as the standby pump will remain in that condition and will cut in should the
Capacity: 150m3/h at 3.5 bar selected auxiliary LO pump fail to maintain the required LO pressure.
The auxiliary LO pumps may be operated in local and remote modes, selection
being made at the selector control on the main switchboard. In order to allow The auxiliary LO pumps may be started from the local position by selecting
Lubricating Oil Coolers for operation of the standby pump system the pumps must be in remote LOCAL at the pump control selector and then pressing the START pushbutton
Maker: Alfa Laval mode at the main switchboard and the pump selected for standby must be in to start and the STOP pushbutton to stop. There is no standby facility in
automatic mode on the DCS. When selected for remote operation the pumps local control. The pumps may be stopped locally by pressing the STOP
No. of sets: 2
are controlled by the DCS with mode selection, automatic and manual, being pushbutton.
Type: M20-MFM made from the main engine LO system graphic display screen T30-405-03.
Cooling surface: 225.3m2 The duty pump is started manually from the graphic display screen by clicking
on the pump icon to call up the pump faceplate and then clicking on the Procedure for Operating the Main Engine Lubricating Oil
START soft key in order to start the pump; a pump may be stopped manually System
Introduction by clicking on the STOP soft key.
It is assumed that the turbine is stopped but is being prepared for starting.
The main turbine is supplied with lubricating oil from the main LO sump tank The second pump may be selected for standby (auto) mode when the duty
by one of two auxiliary LO pumps. One of these pumps will be selected as the pump is running. Selection for standby (auto) mode may be made provided that a) Check the level of oil in the main LO sump and replenish if
duty pump and the other pump as the standby to cut in automatically should the pump is stopped, is set to remote mode, is not tripped and provided that the necessary.
the duty pump fail to maintain the lubricating oil supply pressure. other pump is running. In the event of the running pump tripping or producing
a low pressure the DCS initiates an alarm. b) Ensure that fresh water is circulating through the LO coolers
A main LO pump is driven by one of the gearbox pinions and when the turbine (see section 2.8.1).
is operating at normal sea speed, the main lubricating oil pump supplies the When the low-low pressure is reached the standby pump is started; this is
requirements of the system. If for any reason the pressure from the main LO displayed on the graphic screen by a change in pump colour. The original c) Ensure all pressure gauge and instrumentation valves are open
pump falls, the standby auxiliary LO pump will start automatically. running pump is not stopped by the DCS and must be stopped manually for and that instruments are reading correctly.
investigation if it has not already tripped.
The duty LO pump circulates lubricating oil around the gearbox system and d) Set up valves as in the following table (for No.1 LO cooler):
turbine bearings. The main LO circulation system also includes the intermediate A manual start is not available for a pump set to standby and if for any reason
shaft bearings. The main LO circulation system supplies LO to the system via the operator wishes to start the standby pump, then the status of the pump must Position Description Valve
the coolers, a three-way temperature valve regulating the flow of oil through be changed from standby (auto) to manual at the DCS graphic screen T30-405-
the coolers in order to maintain the desired inlet temperature to the gearbox. 03 MAIN ENGINE LUB OIL SYSTEM. Open No.1 auxiliary LO pump discharge valve L201V
Open No.2 auxiliary LO pump discharge valve L202V
A main LO gravity tank forms part of the lubricating oil system and this The auxiliary LO pumps may be started manually from the DCS provided
receives a supply of lubricating oil whenever a pump is running. The tank that they are set to remote mode at the pump control selector switch. If Open LO inlet valve to No.1 LO cooler L212V
overflows to the main LO sump tank. The supply pipe to the gravity tank also both pumps are in manual mode the DCS cannot start the second pump Open LO outlet valve from No.1 LO cooler L213V
acts as the outlet valve and allows the gravity tank to provide an emergency in the event of a low-low pressure as automatic mode is not selected for
lubricating oil supply to the system in the event of complete failure of the Operational LO cooler three-way valve
the second pump.
pumping system. The emergency supply allows the turbine to be stopped and Operational Pressure control valve
so prevents damage due to lack of lubricant. In the event of a blackout the DCS remembers which pump was running at Open Main engine driven LO pump inlet valve from LO
the time of the blackout, and whether or not the second pump, was selected as sump tank L216V
There are two LO coolers which are cooled by fresh water from the central FW the standby pump. Provided that the running pump prior to the blackout was
Cooling system, see section 2.8.1. selected in remote, the DCS will start the previously running pump as part of Open Main engine driven LO pump outlet valve
the sequential restart system.


Illustration 2.3.1a Main Turbine Lubricating Oil System Situated Near Main LO Gravity Tank
in Boiler Water Test Room LIAL
LX
DCS
Main Lubricating
TIAH
DCS Oil Gravity Tank L205V
L211V L210V (30.4m3)
TX TIAH
PI PI DCS L209V
L206V
Intermediate
Bearings TX
L207V
To Lubricating
2 1 Oil Drain Tank
Engine Driven TIAH TIAH TIAH TIAH L208V
Lubricating DCS DCS DCS DCS
Oil Pump PI
TI TI
(150m3/h x 3bar) TIAH TIAH TIAH
TI TI
DCS DCS DCS
Astern
Guard L219V L220V
L216V Valve From/To Central
DPX DPIAH Fresh Water
TX TX TX Operating DCS
PI TX TX Mechanism Cooling System
PI
TX TX (2.8.1a)
TIAH
DCS
L217V L218V
TIAH
DCS TX
TX TX TX
TI TIAH
TX
LP Turbine TX
DCS
TIAH TIAH Astern W67V W65V
DCS DCS TIAH TX
Main Thrust
TX
DCS Manoeuvring DCS
Valve PI PI
Bearing
TIAH Operating TI TI
I
DCS P
From Mechanism
Purifier P
TIAH Ahead Nozzle P
From DCS TIAH Valve Operating L215V L213V
Storage DCS
Mechanism
Tank TIAH
TX No.2 Main No.1 Main
DCS
TX Turbines Turbines
TIAH
DCS
TX
PI
2 Control LO Cooler LO Cooler
TIAH
TX Air
DCS LS
TX
TX HP Turbine L214V L212V
L47V L53V LO
1 Temperature
TIAH
DCS Control
L204V TX TIAH
Valve
DCS DPX
TX TX TI TI
PS Turning
TIAH
To LO Gear TIAH TIAH TX
DCS
PI PI
Transfer Pump DCS DCS W68V W66
PS Control
and Purifier
Oil Pumps
DPIAH
L201V DCS I DCS
(2.4m3/h x
L48V
TIAH
TX P 15kgcm2)
L202V DCS
P Pressure
PI PI TX TX TX Control P
Control Key
Auxiliary Lubricating Air TIAHL
TI TX Fresh Water
2 1 Oil Pumps TIAH TIAH TIAH DCS
FLG DCS DCS DCS
(150m3/h x 3.5bar) Lubricating Oil
LIAHL Air
LX
Main Lubricating DCS
Oil Sump Tank Electrical Signal
(69.4m3) LAL
LS Instrumentation
DCS
To Lubricating
Oil Drain Tank


Position Description Valve System pressures and temperatures may be observed at the graphic screen T30-
405-03. System pressure and temperature alarms and tank level alarms operate
Open Gravity tank swing check valve L207V
through the DCS.
Open Gravity tank quick-closing inlet/outlet valve L206V
Open Gravity tank inlet valve L209V
Open No.1 intermediate bearing inlet valve L210V
Open No.2 intermediate bearing inlet valve L211V
(Note: It is assumed that all turbine and gearbox system lubricating valves are
left open.)
e) Select both auxiliary LO pumps for remote operation at the

control selector. At the DCS graphic screen T30-405-03 start
one of the pumps as the duty pump by selecting manual mode
for that pump and then start the pump at the pump faceplate. At
the DCS graphic screen select the second pump as the standby
pump by selecting auto mode for that pump.
(Note: If the oil temperature of the oil is low, steam heating must be applied
whilst the oil is circulating in order to raise the temperature to an
acceptable level.)
f) Check the LO cooler cooling water flow (see section 2.8.1).
g) Check the flow of lubricating oil throughout the system,

ensuring that the flow is adequate to all parts, including the
intermediate shaft bearings, and that there are no leaks.
h) Keep the LO system circulating and allow the temperature of the

system to gradually increase to normal operating temperature.
i) Start the dehumidifier.
j) When the system LO temperatures and pressures are stable the

LO system is ready and the turbine may be started provided that
other systems are operating correctly.
(Note: When the turbine is operating at full sea conditions the main LO pump
will be supplying LO to the system, the running auxiliary LO pump
will be stopped and the LO pressure control valve will be fully closed.
The standby LO pump remains in standby mode.)
During operation of the main LO system overflow from the gravity tank may
be observed at the overflow sight glass situated near the gravity tank. The
gravity tank inlet valve L209V is adjusted and locked in position, to maintain
the LO system pressure and ensure that there is a quantity of oil overflowing
from the gravity tank.


Illustration 2.3.2a Stern Tube Lubricating Oil System
Stern Tube
Lubricating Oil
Gravity Tank
(100 Litres) LAL
Key LS
DCS
Lubricating Oil L310V
Electrical Signal Coastal Water

LAL Stern Tube
LS
Instrumentation DCS Lubricating L308V L309V
Oil Gravity
Central FW Cooling Tank (100 Litres)
TI TI
TI TI
L311V Stern Tube Lubricating Oil

W117V Cooler W118V
L331V
TI TI-31
PI PI-31
LAL To be closed in L324V
DCS
Stern Tube Lubricating
dry dock Oil Pumps 1 & 2
L305V
(Stern Tube Bearing) (1.0m3/h x 2.5 bar)
LS LAHL
TIAH LS L304V L302V
Lubricating L340V DCS
DCS
Oil Forward Aft Seal
PI PI 4-DPS
Seal Tank Lubricating -112
(20 Litres) TX
L333V Oil Tank
2 1 DPS DPS
(50 Litres)
4-DPS
L334V CI CI -111
L335V
TIAH
DCS
L303V L301V
(Stern Tube
Forward To be closed in
1 2 3R 3 L306V
Bearing) case of damage of
Stern Tube sealing ring no.3 L325V
1 2 3R 3
To Oily Bilge Tank
To LO Purifier Supply Pump (Section 2.6.1)
or LO Transfer Pump
(Sections 2.3.3a and 2.3.4a)
From
Main LO
L51V Storage Tank
(Section 2.3.4a)
L339V L327V Normally

Shut
L338V
L336V LAL
Normally DCS
Shut L337V
(For Sampling)
LS Oil Sump Tank
(7.9m3)
Issue: 1 Section 2.3.2 - Page ! of 4


2.3.2 STERN TUBE LUBRICATING OIL SYSTEM The stern tube LO gravity tanks are replenished from the stern tube LO sump If manual is selected the pumps may be started and stopped by clicking on
tank by means of the stern tube LO pumps. Normally one of the two pumps the pump icon to call up the pump faceplate and the clicking on the START
would be operating as the duty pump and the other selected as the standby soft key to start the pump or the STOP soft key to stop the pump. If a pump
Lubricating Oil Circulating Pumps
pump via the DCS system. The stern tube LO system graphic screen T30-446- is selected for automatic mode it may act as a standby pump and will start
Maker: Naniwa Pump Manufacturing Co. Ltd. 01 provides supervision of the system and the means by which the stern tube automatically if the duty pump fails to maintain the pressure on the system.
No. of sets: 2 LO pumps are remotely controlled. Both pumps cannot be selected in automatic at the same time.
Model: ALG-2.5N horizontal gear
Seals are provided at the outer and inner ends of the stern tube, these being In order to allow for operation of the standby pump system the pumps must be
Capacity: 1.0m3/h
designed to prevent the entry of water into the stern tube area and prevent oil in remote mode and the standby pump must be in automatic mode. The duty
Pressure: 2.5 bar leaking out to sea or into the machinery space at the forward end of the stern pump is started manually from the graphic display screen. The second pump
Cooler tube. is selected for standby (auto) mode when the duty pump is running. Selection
for standby (auto) mode may be made provided that the pump is stopped, is set
Maker: Dong Hwa The aft seal consists of three parts, the four rubber lip sealing rings, the metal to remote mode, is not tripped and provided that the other pump is running. In
Capacity: 1.0m3 housing holding the sealing rings and a liner which rotates with the propeller the event of the running pump tripping or producing a low pressure the DCS
Pressure: 2.5 bar shaft. The aftermost sealing ring is No.1 seal ring and this faces outwards, as initiates an alarm.
does No.2 seal. No.3 seal ring faces inwards as does No.4 seal ring. An oil
Serial No.: C19120-D
supply, from the after seal tank, flows to the space between the two inner stern When the low-low pressure is reached the standby pump is started; this is
tube seals, No.2 seal ring and No.3 seal ring. The oil pipe from the bottom of displayed on the graphic screen by a change in pump colour. The original
The operating stern tube LO circulating pump delivers oil to the stern tube the after seal tank connects with the lower part of the space between No.2 and running pump is not stopped by the DCS and must be stopped manually for
upper tank via a cooler. From the stern tube upper tank the oil overflows to No.3 sealing rings and the upper part of that space connects with a pipe going investigation if it has not already tripped.
the stern tube LO gravity tank and to the stern tube via the 3-way cock L331V. to the top of the after seal tank.
The stern tube LO gravity tank overflows via a sight glass to the stern tube LO A manual start is not available for a pump set to standby and if for any
sump tank. The stern tube LO sump tank may be replenished from the main A natural oil circulation is set up when the shaft turns and oil flows through reason the operator wishes to start the standby pump, then the status of the
LO storage tank. The stern tube LO cooler is cooled by fresh water circulating the seal space. The after seal tank is replenished from the stern tube LO gravity pump must be changed from standby (auto) to manual at the DCS graphic
in the central FW cooling system (see section 2.8.1). tanks and it is fitted with a low level alarm. There is no direct connection to the screen T30-446-01.
after seal LO tank for the spaces between No.1 and No.2 seal rings or between
During ballast passage the lower tank is used and the 3-way valve L331V is No.3 and No.4 seal rings. The stern tube LO pumps may be started manually from the DCS provided that
changed over and valve L311V is opened. they are set to remote mode at the pump control selector switch. If both pumps
The forward seal has two sealing rings, both facing aft, and the seal is provided are in manual, the DCS cannot start the second pump in the event of a low-low
The forward seal LO tank level is maintained by means of an oil jug dedicated with an oil supply from the forward stern tube seal oil tank. The supply is by pressure as automatic mode is not selected for the second pump.
for the purpose, the aft seal tank LO tank level being topped up from the stern means of gravity and the return of oil from the seal area is back to the same
tube LO system via valve L305V. tank via a separate pipe. The forward stern tube seal oil tank is replenished In the event of a blackout the DCS remembers which pump was running at
manually. The forward seal lubricating oil tank is fitted with a low level the time of the blackout, and whether or not the second pump was selected as
The stern tube provides a bearing support for the shaft and this is oil lubricated. alarm. the standby pump. Provided that the running pump prior to the blackout was
The stern tube is sealed at both ends using lip type seals. The stern tube bearing selected in remote the DCS will start the previously running pump as part of
lubricating system is independent of other systems. There are three lubrication the sequential start system. Should the pump fail to start within a preset time
systems for the stern tube, one for the bearing unit, one for the after seal and Stern Tube Lubricating Oil Pump Control the standby pump will be started, provided that the second pump was selected
one for the forward seal. The bearing and after seal systems are interconnected in automatic mode.
but the forward seal has its own separate system. They all use the same The stern tube LO pumps may be operated in local and remote modes,
lubricating oil. selection being made at the selector control located on the main switchboard
(Note: In the event of a high stern tube bearing temperature, the engineer’s
starter panel. At the selector there is also an OFF position which means that
alarm should be sounded, the bridge informed and the main turbine
Stern tube cooling is provided by sea water in a tank through which the stern the pump cannot be started.
rpm reduced to Full Ahead from Full Away. The stern tube will then
tube passes and no separate LO cooling system is required. be checked for correct operation.)
When the selector is in the LOCAL position the pumps may be started and
The bearing is lubricated by means of a gravity tank system with natural stopped by pressing the local START and STOP pushbuttons. When the
(Note: If the temperature continues to rise, the main turbine rpm will be
circulation set up as the shaft turns. There are two gravity tanks each of 0.2m3 selector is in the REMOTE position the pumps may be controlled from the
reduced further and if it is necessary to stop, the turning gear will be
capacity. The outlets from the two tanks are connected by means of the three- DCS at the graphic screen T30-446-01 STERN TUBE LUB OIL SYSTEM.
engaged to protect the main turbine and prevent stern tube bearing
way valve, the third connection from the valve being to the lower part of the seizure.)
stern tube bearing. The gravity tank selected for operation depends upon the At the graphic screen when in remote mode, the pumps may be selected for
operating situation of the ship. The lower tank is selected when the ship is in manual or automatic operation.
ballast condition and the upper tank when fully loaded.


Illustration 2.3.2a Stern Tube Lubricating Oil System
Stern Tube
Lubricating Oil
Gravity Tank
(100 Litres) LAL
Key LS
DCS
Lubricating Oil L310V
Electrical Signal Coastal Water

LAL
LS Stern Tube
Instrumentation DCS Lubricating L308V L309V
Oil Gravity
Central FW Cooling Tank (100 Litres)
TI TI
TI TI
L311V Stern Tube Lubricating Oil

W117V Cooler W118V
L331V
TI TI-31
PI PI-31
LAL
DCS
To be closed in Stern Tube Lubricating L324V
dry dock
L305V Oil Pumps 1 & 2
(Stern Tube Bearing) (1.0m3/h x 2.5 bar)
LS LAHL
TIAH LS L304V L302V
Lubricating DCS L340V DCS
Oil Forward Aft Seal
PI PI 4-DPS
Seal Tank Lubricating -112
(20 Litres) TX
L333V Oil Tank
2 1 DPS DPS
(50 Litres)
4-DPS
L334V CI CI -111
L335V
TIAH
DCS
L303V L301V
(Stern Tube
Forward
1 2 3R 3 To be closed in L306V
Bearing) case of damage of
Stern Tube sealing ring no.3 L325V
1 2 3R 3
To Oily Bilge Tank
To LO Purifier Supply Pump (Section 2.6.1)
or LO Transfer Pump
(Sections 2.3.3a and 2.3.4a)
From
Main LO
L51V Storage Tank
(Section 2.3.4a)
L339V L327V Normally

Shut
L338V
L336V LAL
Normally DCS
Shut L337V
(For Sampling)
LS Oil Sump Tank
(7.9m3)


Procedure for the Operation of the Stern Tube Bearing e) Select both stern tube LO pumps for remote operation at the
Lubricating Oil and Seal Systems local selector switch and start the duty pump manually at the
DCS screen.
a) Ensure that all instrumentation valves are open and that
instrumentation is reading correctly. f) Check that LO is circulating effectively through the system and
observe the return flow at the appropriate sight glass.
b) Ensure that there is sufficient oil in the stern tube LO sump
tank, the after seal tank and the forward seal tank; replenish if g) When satisfied that the stern tube LO system is operating
necessary. The after seal tank is replenished from the main stern correctly, select the second stern tube LO pump for automatic
tube LO system via valve L305V. mode to ensure that it operates as the standby pump.
c) Set valves as in the following table: The stern tube LO system is now operational and ready for the ship to
put to sea.
Oil samples should be taken for analysis at regular intervals.
Open No.1 stern tube LO pump suction valve L301V
Open No.1 stern tube LO pump discharge valve L302V System temperatures, tank level alarms and the pump operating modes are
displayed on the graphic screen T30-446-01.
Open No.2 stern tube LO pump suction valve L303V
Open No.2 stern tube LO pump discharge valve L304V The differential across the pump filters are to be checked during rounds and if
found to be high, the pumps are to be changed over. The filter is then isolated
Open Stern tube LO cooler inlet valve L308V
and cleaned immediately.
Open Stern tube LO cooler outlet valve L309V
Closed Stern tube LO cooler bypass valve L310V
Open Stern tube LO cooler FW cooling inlet valve W117V
Open Stern tube LO cooler FW cooling outlet valve W118V
As required Gravity tank three-way valve L331V
Open Stern tube LO inlet valves L339V, L327V
Closed LO inlet chamber drain valve L338V
Locked closed LO sample valve L337V
Locked closed Stern tube LO drain valve L336V
Open After seal LO tank inlet valve L334V
Open After seal LO tank outlet valve L333V
Closed After seal LO tank outlet valve to lip seals L335V
Closed After seal LO tank filling valve L305V
Closed After seal LO vent valve L340V
d) Set the three-way valve L331V for the fully loaded or ballast
operating condition. Open the valve L311V when in ballast and
close when loaded.


Illustration 2.3.3a Lubricating Oil Purifying System To Generator To Generator
To Generator Turbine LO Settling Tank/ To Top of
Engine Lubricating Oil Engine Lubricating Oil Main LO Settling Tank/ Main LO Settling
Sump Tank (2.3.4a) Settling Tank (2.3.4a) Generator Turbine LO Sump Tank (2.3.4a)
(2.3.4a)
Lubricating
Control Air PI Oil Deaeration
L125V L127V L111V Tank (0.2m3)
From
6 Bar Steam L110V L112V
System
(Section 2.1.5a) Control Air
PX S PX PI S S
TIAL TIAL
TX TI TX S TX TI TX
DCS DCS
S S
L113V
Set at Set at
85°C From 85°C
PI V4 6 Bar Steam V4
PI
T412V T413V System T416V T417V
RV4 (Section 2.1.5a) RV4
No.2 Lubricating Oil No.1 Lubricating Oil
Purifier Heater PX
Purifier Heater PS
TI TI PI TI TI PI
L121V L109V L106V L124V

To
Stern Tube
LO Sump
Tank
From (2.3.4a)
T534V
Storage/Settling
No.2 Main Tanks
Lubricating Oil T533V (2.3.4a)
To Drain Cooler PX Purifier
(Section 2.1.6a) (3,000L/h)
PI L105V
To Drain Cooler L47V L53V
(Section 2.1.6a) No.1 Main
Lubricating Oil
PX Purifier
L120V (3,000L/h)
PI
To Waste Oil To Main LO Sump Tank

Transfer Pump (2.3.4a)
(Section 2.6.1a) L115V
To Lubricating Oil
Drain Tank (2.3.4a)
L119V LAH L104V
LS
No.2 Main Lubricating Oil DCS
PI
Lubricating Oil Sludge Tank (4m3) PI
No.1 Main
Key
Purifier Supply Pump Lubricating Oil
(3m3/h x 3 bar) Purifier Supply Pump Lubricating Oil
CI CI (3m3/h x 3 bar)
To Lubricating Oil Air
Drain Tank (2.3.4a)
Desuperheated Steam
L116V L117V L118V Condensate

To Oily Bilge L108V L102V L101V Electrical Signal
Tank (2.6.1a)
Instrumentation
From Generator Engine Lubricating Oil Sump Tank From Stern Tube From Lubricating Oil From Main Lubricating Oil Sump Tank/ From Generator Turbine LO Sump Tank
and Generator Engine Lubricating Oil LO Sump Tank (2.3.2a) Drain Tank (2.3.4a) Main Lubricating Oil Settling Tank/ and Generator Turbine LO Settling Tank
Settling Tank (2.3.4a) Main Lubricating Oil Storage Tank (2.3.4a)


2.3.3 LUBRICATING OIL PURIFYING SYSTEM Instrument air is supplied to the purifiers to control the supply of oil to the d) Ensure that there is electrical power at the purifier control box.
bowl. Operating fresh water is supplied for sealing and flushing purposes, this
Lubricating Oil Purifier water coming from the FW hydrophore tank. Distilled water is not acceptable e) Set the valves, as shown in the following table.
for the purifiers.
Maker: Alfa Laval
No. of sets: 2 Control of the purifiers is from control cabinets. The cabinet has a liquid crystal
Model: SU 400 display upon which operating information and parameters can be observed. Open Outlet valve from main LO sump tank L48V
Parameters may be changed by use of the control cabinet soft keypad. The (under the plates, forward of the supply pumps)
Capacity: 3,000 litres/h
two main keys are Program 0 which turns the separation programme off and Closed Main LO settling tank quick-closing outlet valve L32V
Heaters Program 1 which starts the separation programme. Operating programmes may
Closed Stern tube sump suction valve L51V
Maker: Dong Hwa be devised to suit particular circumstances and details of the programming
are given in the instruction manual for the control unit. Separation times may Open No.1 purifier LO supply pump suction valve from
No. of sets: Two steam
be changed at the control unit. It is essential that any operator modifying a the LO sump tanks and main settling tank L102V
Capacity: 3.0m3/h separation programme thoroughly understands the control unit programming Closed No.1 purifier LO supply pump suction valve from
Purifier Lubricating Oil Feed Pump requirements and the needs of the lubricating oil being purified. the generator system L101V
Maker: Naniwa Pump Manufacturing Co Ltd The control unit supervises purifier operation and activates alarms as required. Open No.1 purifier supply pump discharge valve L104V
No. of sets: 2 Defective sludging, feed pump faults and vibration are all monitored by (near sludge tank suction valve)
Type: Horizontal gear the system and alarms activated when necessary. Temperature alarms are Open No.1 main LO purifier steam heater inlet valve L124V
Model: ALG-32N set at 105°C maximum and 85°C minimum, although they can be adjusted
at the control. Open No.1 main LO purifier steam heater outlet valve L106V
Capacity: 3.0m3/h at 3.0 bar
Open Purifier heater bypass valve L105V
During the operation of the purifier the bowl is opened and sludge ejected
Operational No.1 purifier three-way valve
Introduction automatically. Opening of the bowl is activated by the sludge space monitoring
system SMS, which detects the level of solids in the bowl and activates the Open Return line valve to LO deaeration tank L112V
There are two centrifugal self-cleaning lubricating oil purifiers and both bowl opening procedure when the maximum solids level is reached. The Open Main LO sump tank inlet valve from purifier L53V
purifiers can be used to purify the following; purifier operates in the total solids ejection mode, which means that the bowl located under plates forward of supply pump
opens fully and ejects the entire bowl contents before the bowl is closed and
• Main engine LO sump and settling tanks the purifying process begins again. Closed Main LO sump filling from storage tank L47V
• Stern tube Closed Line valve to LO settling tanks and generator sump L111V
• Turbine generator LO sumps and settling tanks CAUTION Closed Deaeration tank outlet valve to LO drain tank L113V
Whenever purifying LO it is essential to check that the LO is being taken
• Diesel generator LO sumps and settling tanks Closed Crossover valve between No.1 and No.2 purifiers L110V
from the desired tank or sump and passed to the intended tank or sump.
Open No.1 purifier clean oil outlet valve
The purifiers can be used for batch or continuous purification and in service
the forward purifier is used for the stern tube and the aft purifier is used for Procedure for Operating the Main Turbine Lubricating Oil
the main engine. The cross-connection valve L110V, situated below the plates, f) Ensure the purifier brake is off and the purifier is free to
Purifying System rotate.
under the heaters, must be kept closed and locked.
To purify lubricating oil from the main turbine LO sump tank back to the main
The DCS system provides alarm and supervisory facilities for the purifiers g) Ensure that the purifier bowl is assembled correctly and that the
turbine LO sump tank using No.1 LO purifier and the steam heater.
via the graphic display screen T30-417-01 LO PURIFYING SYSTEM. The hood is fitted and secured.
purifiers may be stopped from the graphic display screen by clicking on the a) Check and record the level of oil in all the lubricating oil
SHUTDOWN soft key. h) Check the purifier gearbox oil level.
tanks.
The lubricating oil purifiers are supplied by dedicated lubricating oil supply i) Check that the No.1 LO purifier supply pump suction strainer is
b) Ensure valves in the purifying system are closed.
pumps, one pump for each purifier, which pass the lubricating oil through a clean.
heater before it enters the purifier. The steam for the heaters is supplied from c) Open the control air valve A136V and operating fresh water
the 6 bar range. j) Start the No.1 LO purifier supply pump locally. Oil will bypass
supply valve D101V, situated below the plates on the outboard
the purifier by means of the three-way valve. It will be drawn
side.
from the main LO sump tank and flow back to the main LO
sump tank.


Main LO Settling Tank/ Main LO Settling
Engine Lubricating Oil Engine Lubricating Oil
Generator Turbine LO Sump Tank (2.3.4a)
Sump Tank (2.3.4a) Settling Tank (2.3.4a)
(2.3.4a)
Lubricating
L125V L127V L111V Tank (0.2m3)
From
System
PX S PX PI S S
TIAL TIAL
TX TI TX S TX TI TX
DCS DCS
S S
L113V
Set at Set at
85°C From 85°C
PI
Purifier Heater PX
Purifier Heater PS
TI TI PI TI TI PI
L121V L109V L106V L124V

To
Stern Tube
LO Sump
Tank
From (2.3.4a)
T534V
Storage/Settling
No.2 Main Tanks
(Section 2.1.6a) (3,000L/h)
PI L105V
Lubricating Oil
PX Purifier
L120V (3,000L/h)
PI

To Lubricating Oil
Drain Tank (2.3.4a)
L119V LAH L104V
LS
PI
No.1 Main
Key
Drain Tank (2.3.4a)
Desuperheated Steam

Tank (2.6.1a)
Instrumentation


k) Start the purifier by pressing the START pushbutton on the Allow the supply pump to continue circulating LO through the heater and Position Description Valve
control panel and ensure that the bowl runs up to speed. Check back to the sump for approximately one hour to prevent ‘coke’ build up in the Closed Return line valve to LO deaeration tank L112V
that the initial starting current reading returns to the normal heater.
running level. Closed Main LO sump tank inlet valve from purifier L53V
d) Switch off power to the purifier motor. Closed Deaeration tank outlet valve to LO drain tank L113V
l) Check that the bowl closes under the action of the operating
water. e) Close the clean oil outlet valve. Closed Crossover valve between No.1 and No.2 purifiers L110V
m) Switch on the control unit. f) Stop the supply pump and close the main LO sump outlet valve
L48V. Lubricating oil may be purified from the main LO settling tank to the main LO
n) Slowly open the condensate drain valve T533V and the steam sump tank and the arrangement is the same as for purifying the main LO sump
supply valve T416V on the No.1 LO purifier heater. g) Close main LO sump inlet valve L53V. back to the main LO sump except for the valve settings as follows.
o) Set the steam temperature control to the required temperature. h) When the purifier has stopped, apply the brake and dismantle
Take care to avoid overheating the oil. for cleaning if required.
Closed Outlet valve from main LO sump tank L48V
p) Lubricating oil will now be circulating through the heater back
Procedure for Purifying Lubricating Oil between the Main Open Main LO settling tank quick closing outlet valve L32V
to the main LO sump tank.
Lubricating Oil Sump Tank and the Main Lubricating Oil Open No.1 purifier LO supply pump suction valve from
q) When the purifier has run up to speed start the programme Settling Tank the LO sump tanks and main settling tank L102V
by pressing the PROGRAM 1 soft key. The purifier will Closed Crossover suction gate valve L118V
then operate automatically to purify the LO. The purifier Lubricating oil may be pumped from the main LO sump tank to the main LO
operates automatically with the bowl being sludged when a settling tank via the No.1 LO purifier. Closed No.1 purifier LO supply pump suction valve from
predetermined amount of sludge is detected in the bowl. The the generator system L101V
flow rate through the purifier is adjusted at the outlet valve. The procedure is the same as purifying LO from the main LO sump back to the Open No.1 purifier supply pump discharge valve L104V
main LO sump as above except for the setting of the valves as follows:
The purifier will run through the start up sequence, including a sludge Open No.1 main LO purifier steam heater inlet valve L124V
discharge, before going on line. Position Description Valve Open No.1 main LO purifier steam heater outlet valve L106V
r) Check that the purifier is operating correctly and that there is Open Outlet valve from main LO sump tank L48V Open Purifier heater bypass valve L105V
adequate throughput. Closed Main LO settling tank quick closing outlet valve L32V Open Control air valve A136V
Open No.1 purifier LO supply pump suction valve from Open Operating water valve D101V
s) Ensure that there is no abnormal discharge from the sludge
discharge. the LO sump tanks and main settling tank L102V Operational No.1 purifier three-way valve
Closed Crossover suction gate valve L118V Open Line valve to LO settling tanks and generator sump L111V
t) Check that LO is being drawn from the LO circulation tank and
Closed No.1 purifier LO supply pump suction valve from Open Line valve to LO settling tanks L41V
being returned to the LO circulation tank.
the generator LO system L101V
Open Main LO settling tank inlet valve L29V
Open No.1 purifier supply pump discharge valve L104V
To Stop the Purifier : Closed Return line valve to LO deaerator tank L112V
Open No.1 main LO purifier steam heater inlet valve L124V
a) Close the steam valve T416V to the heater. Closed Main LO sump tank inlet valve from purifier L53V
Open No.1 main LO purifier steam heater outlet valve L106V
b) Press the STOP pushbutton on the control panel. Closed Deaerator outlet valve to LO drain tank L113V
Closed Crossover valve between No.1 and No.2 purifiers L110V
The purifier will commence the shut down sequence and then stop. Operational No.1 purifier three-way valve
Open Line valve to LO settling tanks and generator sump L111V
c) Shut off the operating water supply valve D101V (only if the
other purifier is not in use). Open Line valve to LO settling tanks L41V
Open Main LO settling tank inlet valve L29V


(2.3.4a)
Lubricating
L125V L127V L111V Tank (0.2m3)
From
System
PX S PX PI S S
TIAL TIAL
TX TI TX S TX TI TX
DCS DCS
S S
L113V
Set at Set at
85°C From 85°C
PI
Purifier Heater PX
Purifier Heater PS
TI TI PI TI TI PI
L121V L109V L106V L124V

To
Stern Tube
LO Sump
Tank
From (2.3.4a)
T534V
Storage/Settling
No.2 Main Tanks
(Section 2.1.6a) (3,000L/h)
PI L105V
Lubricating Oil
PX Purifier
L120V (3,000L/h)
PI

To Lubricating Oil
Drain Tank (2.3.4a)
L119V LAH L104V
LS
PI
No.1 Main
Key
Drain Tank (2.3.4a)
Desuperheated Steam

Tank (2.6.1a)
Instrumentation


Procedure for Purifying the Generator Turbine Lubricating Position Description Valve Position Description Valve
Oil Open No.1 purifier clean oil outlet valve Open No.2 purifier supply pump discharge valve L119V
Lubricating oil may be taken from the generator turbine sumps or the generator Open No.2 main LO purifier steam heater inlet valve L109V
turbine LO settling tank using No.1 LO purifier. Purified oil may be returned Lubricating oil from the generator turbine LO settling tank may be returned Open No.2 main LO purifier steam heater outlet valve L121V
either to the generator turbine sump from which it has been taken, to the to a generator sump via No.1 purifier. The procedure is the same as for using
No.1 purifier to purify LO from No.1 generator turbine sump back to the same Open Purifier heater bypass valve L120V
generator engine LO settling tank or to the main LO settling tank.
sump except for the valve settings. Operational No.2 purifier three-way valve
The procedure is the same as that for purifying LO from the main sump back
If LO was to be taken from the generator turbine LO settling tank, the tank Closed Line valve to generator engine LO settling tank L127V
to the main sump apart from the setting of the valves. The setting of the valves
below is for purifying LO from No.1 generator turbine sump using No.1 LO quick-closing outlet valve L17V would need to be open and the outlet valve Open Line valve to generator engine LO sump tanks L125V
purifier and returning the purified oil back to No.1 generator turbine sump. from the generator turbine sump valve closed (L37V in the above example).
Closed Inlet valve to generator engine LO storage tank L3V
If the remaining valves were set as above, LO would be purified from the
Position Description Valve generator turbine LO settling tank to the sump of No.1 generator turbine. Open Inlet valve to generator engine LO sump tank L19V
Closed Outlet valve from main LO sump tank L48V Closed Crossover discharge valve between No.1 and
No.1 LO purifier may be used for purifying LO from and to the stern tube LO No.2 purifiers L110V
Closed Main LO settling tank quick-closing outlet valve L32V sump tank. The procedure is the same as for other operations except for the
valve settings. No.1 purifier supply pump suction valve has to be open together Closed Crossover suction valve between No.1 and
Closed No.1 purifier LO supply pump suction valve from with the suction valve L51V from the stern tube LO sump tank. No.2 purifiers L118V
the LO sump tanks and main settling tank L102V
Closed Crossover suction gate valve L118V With these valves set the No.1 purifier pump would supply LO from the stern
tube sump tank. In order to return LO to the stern tube LO sump tank, the line
Open No.1 purifier LO supply pump suction valve from
valve to the settling tanks and generators L111V must be open, together with The purifier is operated as for No.1 purifier with LO drawn from the generator
the generator system L101V
the stern tube LO sump tank inlet valve L52V. engine LO settling tank and passed to the sump of generator engine.
Open No.1 generator turbine sump outlet valve L37V
To purify oil from the LO drain tank the LO drain tank suction valve L49V and
Closed No.2 generator turbine sump outlet valve L36V Operation of No.2 Lubricating Oil Purifier the purifier LO supply pump suction valve L117V must be open.
Open No.1 purifier supply pump discharge valve L104V
The previous descriptions have related to No.1 LO purifier which can be The DCS graphic display screen T30-417-01 for the LO purifying system
Open No.1 main LO purifier steam heater inlet valve L124V operated on the main turbine and generator turbine LO systems. provides information regarding the system temperatures and alarms. The
Open No.1 main LO purifier steam heater outlet valve L106V purifiers can be shut down from the screen by clicking on the SHUTDOWN
No.2 LO purifier is used for the generator engine and stern tube LO systems soft key, which is the only operation which can be conducted remotely.
and the LO drain tank. The purifier is identical to No.1 LO purifier and its
Open Control air valve A136V operation and control are the same. The description of the operation of No.2
Open Operating water valve D101V purifier is the same as for No.1 purifier except for the setting of valves. The Procedure for Purifying the Stern Tube Lubricating Oil Sump
example below gives the valve settings for purifying LO from the generator in Port using the No.2 Lubricating Oil Purifier
Operational No.1 purifier three-way valve engine LO settling tank to the generator engine LO sump tank.
Open Line valve to LO settling tanks and generator sump L111V To ensure that the stern tube LO remains in a clean condition, the LO is
Position Description Valve purified at regular intervals when in a loading port.
Open Line valve to the generator turbine LO system L42V
Open Quick-closing outlet valve from generator engine
Open No.1 generator turbine sump inlet valve L18V Set up the valves as follows:
LO settling tank L6V
Closed No.2 generator turbine sump inlet valve L20V
Closed Generator engine sump outlet valve L21V a) Open suction valve L51V from the stern tube sump tank.
Closed Line valve to LO settling tanks L41V
Open No.2 purifier LO supply pump suction valve from
Closed Main LO settling tank inlet valve L29V the generator engine system L116V b) Ensure that the main LO settling tank valve L32V and the main
engine LO sump tank valve L48V are closed and the blank is
Closed Return line valve to LO deaeration tank L112V Closed No.2 purifier LO supply pump suction valve from correctly fitted in the pipeline.
Closed Main LO sump tank inlet valve from purifier L53V the stern tube system L108V
Locked closed No.2 purifier LO supply pump suction valve from c) Open the No.2 purifier supply pump suction valve L108V.
Closed Deaeration outlet valve to LO drain tank L113V
the LO drain tank L117V
Closed Crossover valve between No.1 and No.2 purifiers L110V


(2.3.4a)
Lubricating
L125V L127V L111V Tank (0.2m3)
From
System
PX S PX PI S S
TIAL TIAL
TX TI TX S TX TI TX
DCS DCS
S S
L113V
Set at Set at
85°C From 85°C
PI
Purifier Heater PX
Purifier Heater PS
TI TI PI TI TI PI
L121V L109V L106V L124V

To
Stern Tube
LO Sump
Tank
From (2.3.4a)
T534V
Storage/Settling
No.2 Main Tanks
(Section 2.1.6a) (3,000L/h)
PI L105V
Lubricating Oil
PX Purifier
L120V (3,000L/h)
PI

To Lubricating Oil
Drain Tank (2.3.4a)
L119V LAH L104V
LS
PI
No.1 Main
Key
Drain Tank (2.3.4a)
Desuperheated Steam

Tank (2.6.1a)
Instrumentation


d) Open the No.2 purifier supply pump discharge valve 118V to q) When the purifier has run up to speed the programme will
the No.2 purifier heater. then operate automatically to purify the LO. The purifier
operates automatically with the bowl being sludged when a
e) Open the No.2 purifier heater inlet valve L109V and the outlet predetermined amount of sludge is detected in the bowl. The
valve L121V. flow rate through the purifier is adjusted at the outlet valve.
f) Crack open the heater bypass valve L120V to regulate the To Stop the Purifier
flow.
a) Close the steam valve T412V to the heater.
g) Open the control air valve A136V and the operating water valve
D101V b) Press the STOP pushbutton on the control panel.
h) Confirm that the inlet valve to the purifier three-way valve is The purifier will commence the shut down sequence and then stop.
open.
c) Shut off the operating water supply valve D101V (only if the
i) Open the clean oil discharge valve to the purifier. other purifier is not in use).
j) Ensure that the following valves are CLOSED: Allow the supply pump to continue circulating LO through the heater and
back to the sump for approximately one hour to prevent ‘coke’ build up in the
• Cross-connection gate valve L110V, to prevent LO from the heater.
No.1 purifier system going into the discharge line to the diesel
generator engine LO system d) Switch off power to the purifier motor.
• Purifier discharge valve L111V, to the turbine generators LO
sumps, settling tank and storage tank e) Close the clean oil outlet valve.
• Deaeration tank outlet valve L113V to the LO drain tank
f) Stop the supply pump and close the stern tube LO sump suction
• Main engine LO sump filling valves L47V and L53V situated valve L51V.
under plates forward of the supply pumps
• Cross connection gate valve L118V to prevent suction from the g) Close stern tube LO sump inlet valve L52V.
diesel generator engine LO system
h) When the purifier has stopped, apply the brake and dismantle
k) Open the purified oil inlet valve L112V into the deaeration for cleaning if required.
tank.
(Note: Before operating the purifier on another LO system, it is essential that
l) Open the stern tube filling valve L52V. the purifier pipelines are drained of stern tube oil. This can be done
by opening the drain plug on the supply pump suction strainer before
m) Start the LO purifier supply pump on the local pushbutton. closing the pump discharge valve.)
Oil will now be drawn from the stern tube LO tank and returned to the stern
tube LO sump tank.
n) Slowly open the condensate drain valve T534V and the steam
supply valve T412V on the No.2 LO purifier heater.
o) Start the purifier and allow it to run up to the operating speed.
p) Confirm that the bowl closes under the action of the operating
water.


Illustration 2.3.4a Lubricating Oil Filling and Transfer System
(Port) (Stbd) (Port) (Stbd) (Port) (Stbd)
Upper Deck
LAH
DCS
Key
L1V L4V L29V L30V L33V
L10V L11V L14V
LAH Lubricating Oil
Generator LS DCS
Generator LS LS Main LO Main LO Air
Engine LO Generator Turbine LO Generator Turbine LO L15V
Engine LO LAH LS
LAH Settling Tank Storage Tank
Settling Tank L5V L12V Storage Tank Settling Tank (16.5m3) DCS L31V (98.5m3) (98.4m3)
Storage Tank (16.0m3) DCS (16.3m3) Electrical Signal
L2V (20.4m3) L16V 4-LS-25 From Deaeration L34V
Instrumentation
Tank Vent
(2.3.3a)
L3V L6V L13V L17V L32V L35V
L28V
From No.1
L7V LO Purifier L39V
(2.3.3a) L41V
To Bilge Shore Connection
(2.6.1a)
L42V
L58V
From No.2 LO L27V
Purifier (2.3.3a) L25V L26V L40V
From
No.2 LO
PI
Purifier (2.3.3a)
Lubricating Oil
LAL Transfer Pump
LAL
DCS DCS (5m3/h x 4bar)
L20V L18V CI No.1 LO No.2 LO No.3 LO Clean Oil
Daily Tank Daily Tank Daily Tank Tank
LS LS (0.2m3) (0.2m3) (0.2m3) (0.6m3)
No.2 GT No.1 GT L46V L43V
LO Sump Tank LO Sump Tank L45V L44V
L50V
To No.1 LO Purifier
Supply Pump (2.3.3a) L59V
L60V
To Oily Bilge
From No.1 LO Purifier
L52V
To (2.3.3a) L51V
LAL From LO Purifier No.1 LO
DCS Heater and Coaming To No.2 LO Purifier Supply Purifier Supply
From LO Deaeration Tank Stern Tube
Drain (2.3.3a) Pump (2.3.3a) Pump (2.3.3a)
( 2.3.3a) LO Sump
Gen. Eng. LS L47V L53V Tank
LO Sump From Main LO Gravity Tank To No.1 LO Purifier Supply (7.9m3)
Tank Coaming Drain ( 2.3.1a) Pump (2.3.3a)
L19V L21V L48V
From Main Turbine LO Cooler
and Main Turbine LO L49V Main LO
Coaming Drain (2.3.1a) Sump Tank
From Auxiliary LO
LS
LAH (69.5m3)
LO Drain DCS To No.2 LO Purifier Supply Pump Discharge Line
To Fuel Oil Tank (0.5m3) Pump (2.3.3a) Drain (2.3.1a)
Drain Tank


2.3.4 LUBRICATING OIL FILLING AND TRANSFER Lubricating oil is run down from the storage tanks to the main LO sump tank, The LO transfer pump may discharge to the following:
SYSTEM the diesel generator engine sumps, the turbine generator engine sumps and the
stern tube LO sump tank. Location Valve
Lubricating Oil Transfer Pump Bilge shore connection L27V
The main LO sump tank can be pumped or purified to the main LO settling
Maker: Naniwa Pump Manufacturing Co Ltd
tank before being purified or run back to the sump. The generator engine sump Main LO settling tank, stern tube and generator turbine systems L26V
No. of sets: 1 oil can be pumped to the generator engine LO settling tank, or the main LO
Generator engine LO settling tank L25V
Type: Horizontal gear settling tank. The generator turbine sump oil can be pumped to the generator
Model: ALG-40N turbine LO settling tank, or the main LO settling tank. Heating coils are fitted
Capacity: 5.0m3/h at 4.0 bar to the main, the generator engine and the generator turbine lubricating oil CAUTION
settling tanks. All storage tanks are filled from connections at the loading Extreme care must be taken when transferring lubricating oil so that oils
station, located on the port and starboard side of the engine casing on the upper do not become mixed. The setting of all valves must be checked prior to
Introduction deck. The main LO, generator engine LO and generator turbine oil storage starting operations, so that oil will only be pumped from the intended
tanks all have separate filling lines. source and to the intended destination.
Lubricating oil is stored in the following main storage tanks, located in the
engine room. The LO transfer pump is used to transfer LO from one part of the ship to
another. Its duties include batch transfer of LO from the main LO sump to Procedure for the Transfer of Lubricating Oil by means of the
the main LO settling tank prior to batch purification. It can also be used for Lubricating Oil Transfer Pump
Tank Volume 100% (m3) Quick-Closing Valves
pumping the contents of the generator engine sumps to the generator engine
Main LO storage tank 98.4 L35V LO settling tank and the generator turbine sumps to the generator turbine LO a) Check and record the level of oil in all the LO tanks.
Main LO settling tank 98.5 L32V settling tank, prior to purification. The contents of the stern tube LO sump and
the LO drain tank may also be pumped to the main LO settling tank. b) Check that all the tank suction and filling valves are closed.
LO drain tank 0.5
Generator engine LO storage tank 20.4 L3V The LO transfer pump may be controlled locally or remotely from the DCS c) Check that the LO transfer pump suction filter is clean.
graphic screen T30-417-02 LUB OIL TRANSFER SYSTEM. A selector switch
Generator engine LO settling tank 16.0 L6V at the pump may to switched to LOCAL for local control, to REMOTE for d) Open the suction valve(s) from the relevant source as in the
Generator turbine LO storage tank 16.3 L13V control from the DCS or OFF, which prevents the pump from being started. following table:
Generator turbine LO settling tank 16.5 L17V
In local control the pump is started and stopped by pressing the local START Main Engine Sump
Main LO sump tank 69.5 and STOP pushbuttons. With the pump set to remote the pump may be
Stern tube LO sump tank 7.9 controlled manually from the graphic screen by clicking on the pump icon to Description Valve
call up the pump faceplate and then clicking on the START soft key to start the LO transfer pump suction valves from main LO sump tank L24V, 48V
Stern tube LO gravity tank 0.1 pump or the STOP soft key to stop the pump. The graphic screen also displays
Stern tube coastal water LO tank 0.1 alarm conditions for the tanks and the level of oil in the main LO sump tank.
From Stern Tube Lubricating Oil Sump Tank
No.1 LO daily tank 0.2 The LO transfer pump can take suction from the following:
No.2 LO daily tank 0.2 Description Valve
No.3 LO daily tank 0.2 Location Valve LO transfer pump suction valves from stern tube sump tank L24V, L51V
Clean oil tank 0.6 Main LO and stern tube LO system L24V Turn the spectacle flange in the pipeline
LO drain tank L50V
All outlet valves from large LO storage and settling tanks in the engine room Generator engine LO system L23V From Main Lubricating Oil Settling and Storage Tanks
are remote quick-closing valves with a collapsible bridge, which can be Generator turbine LO system L22V Description Valve
operated from the ship's control station. After being tripped the valves must
be reset locally. Each tank is also fitted with a self-closing test cock to test for LO transfer pump suction from main LO settling tank L24V, L32V
the presence of water and to drain any water present. Tundishes under the self- The system valves in each case allows for suction from the relevant sump tanks, LO transfer pump suction from main LO storage tank L24V, L35V, L39V
closing test cock drain any test liquid to the lubricating oil drain tank. the storage tank and the settling tank, with those tank valves being open.


Illustration 2.3.4a Lubricating Oil Filling and Transfer System
(Port) (Stbd) (Port) (Stbd) (Port) (Stbd)
Upper Deck
LAH
DCS
Key
L10V L11V L14V
LAH Lubricating Oil
Generator LS DCS
Generator LS LS Main LO Main LO Air
Engine LO Generator Turbine LO Generator Turbine LO L15V
Engine LO LAH LS
LAH Settling Tank Storage Tank
Settling Tank L5V L12V Storage Tank Settling Tank (16.5m3) DCS L31V (98.5m3) (98.4m3)
Storage Tank (16.0m3) DCS (16.3m3) Electrical Signal
L2V (20.4m3) L16V 4-LS-25 From Deaeration L34V
Instrumentation
Tank Vent
(2.3.3a)
L3V L6V L13V L17V L32V L35V
L28V
From No.1
L7V LO Purifier L39V
(2.3.3a) L41V
To Bilge Shore Connection
(2.6.1a)
L42V
L58V
From No.2 LO L27V
Purifier (2.3.3a) L25V L26V L40V
From
No.2 LO
PI
Purifier (2.3.3a)
Lubricating Oil
LAL Transfer Pump
LAL
L20V L18V CI No.1 LO No.2 LO No.3 LO Clean Oil
Daily Tank Daily Tank Daily Tank Tank
LS LS (0.2m3) (0.2m3) (0.2m3) (0.6m3)
No.2 GT No.1 GT L46V L43V
LO Sump Tank LO Sump Tank L45V L44V
L50V
To No.1 LO Purifier
Supply Pump (2.3.3a) L59V
L60V
To Oily Bilge
From No.1 LO Purifier
L52V
To (2.3.3a) L51V
LAL From LO Purifier No.1 LO
DCS Heater and Coaming To No.2 LO Purifier Supply Purifier Supply
From LO Deaeration Tank Stern Tube
Drain (2.3.3a) Pump (2.3.3a) Pump (2.3.3a)
( 2.3.3a) LO Sump
Gen. Eng. LS L47V L53V Tank
LO Sump From Main LO Gravity Tank To No.1 LO Purifier Supply (7.9m3)
Tank Coaming Drain ( 2.3.1a) Pump (2.3.3a)
L19V L21V L48V
From Main Turbine LO Cooler
and Main Turbine LO L49V Main LO
Coaming Drain (2.3.1a) Sump Tank
From Auxiliary LO
LS
LAH (69.5m3)
LO Drain DCS To No.2 LO Purifier Supply Pump Discharge Line
To Fuel Oil Tank (0.5m3) Pump (2.3.3a) Drain (2.3.1a)
Drain Tank


Generator Engine Lubricating Oil System Description Valve Procedure for Loading Lubricating Oil
Description Valve Main LO storage tank quick-closing outlet valve L35V
The preparation and operation procedures for loading should be followed
LO transfer pump suction from generator engine sump L23V, L21V Main engine LO settling tank quick-closing valve L32V as described in section 2.4.1 Fuel Oil Bunkering and Transfer System. The
LO transfer pump suction from generator engine settling tank L23V, L6V Line valve from main LO settling tank L39V precautions to be observed when loading lubricating oil are the same as for
loading fuel oil. Main LO, generator engine LO and generator turbine LO have
LO transfer pump suction from generator engine storage tank L23V, L3V Inlet valve to main LO sump tank L47V filling line connections on the port and starboard sides of the engine casing on
L7V the upper deck.
Inlet valve to stern tube LO sump tank L54V
LO daily tanks filling valve L40V, L55V
a) Check that there is sufficient capacity in the tank to accommodate
Generator Turbine Lubricating Oil System
the LO ordered.
Description Valve Generator Engine System
b) Agree with the supplier the amount of LO to be supplied for
LO transfer pump suction from No.1 generator turbine sump L22V, L37V From the generator engine LO storage and settling tanks to the generator each category of oil.
LO transfer pump suction from No.2 generator turbine sump L22V, L36V engine sump.
c) Remove the line blank to the required filling line.
LO transfer pump suction from generator turbine settling tank L22V, L17V Description Valve
LO transfer pump suction from generator turbine storage tank L22V, L13V d) Connect the loading hose and open the appropriate tank valve.
L28V Generator engine LO storage tank quick-closing outlet valve L3V
Generator engine LO settling tank quick closing outlet valve L6V
Description Valve
From Lubricating Oil Drain Tank Crossover valve between storage and settling tanks L7V
Main LO storage tank filling valve L33V
Outlet from generator engine to purifier and transfer pump L21V
LO transfer pump line suction valve from LO drain tank L50V, L49V Main LO settling tank filling valve L30V
Inlet to generator engine sump from storage and settling tank line L19V
Generator engine LO storage tank filling valve L1V
e) Open the discharge the valve(s) to the relevant tank:
Generator Turbine System Generator engine LO settling tank filling valve L4V
Description Valve Generator turbine LO storage tank filling valve L10V
From the generator turbine LO storage and settling tanks to the generator
Shore connection valve L27V, B49V turbine sumps. Generator turbine LO settling tank filling valve L14V
Main LO settling tank L26V, L29V
Description Valve e) Proceed with the loading operation.
Generator turbine LO settling tank L26V, L15V
Generator turbine LO storage tank quick-closing outlet valve L13V
Generator turbine LO storage tank L26V, L11V f) Ensure that oil is being loaded into the correct tank.
Generator turbine LO settling tank quick closing outlet valve L17V
Generator engine LO settling tank L25V, L58V
Crossover valve between storage and settling tanks L28V g) When the required quantity of oil has been loaded, signal
for the pumping to stop. Allow the pipe to drain and then
Outlet from No.1 generator turbine to purifier and transfer pump L37V close all valves.
Procedure for the Transfer of Lubricating Oil by Gravity
Outlet from No.2 generator turbine to purifier and transfer pump L36V
h) Remove the supply pipe and refit the blank.
All valves should be in the closed position. Inlet to No.1 generator turbine sump from settling and storage tank lineL18V
Inlet to No.2 generator turbine sump from storage and settling tank lineL20V i) Check and record the levels in all LO tanks and record the
a) Drain any water from the tank by operating the self-closing
amount of oil loaded.
drain cock and then open the following valves depending on
the service selected. b) Ensure that oil is being correctly transferred.
c) When the required quantity of oil has been transferred, close all
Main Lubricating Oil System valves.
Transferring oil from the LO storage and settling tanks to the main LO sump,
the stern tube LO sump tank and manual oiling valve: d) Check and record the levels in all LO tanks and record the
amount of oil transferred in the Oil Record Book together with
the date, time and personnel involved.

2.4 Fuel Oil and Fuel Gas Service Systems
2.4.1 Fuel Oil Bunkering and Transfer System
2.4.2 Boiler Fuel Oil and Fuel Gas System
2.4.3 Generator Engine Fuel Oil System
2.4.4 Incinerator Waste Oil System
Illustrations
2.4a Fuel Oil Viscosity - Temperature Graph
2.4.1a Fuel Oil Bunkering and Transfer System - Engine Room
2.4.1b Fuel Oil Bunkering and Transfer System - Deck
2.4.2a Boiler Fuel Oil and Fuel Gas System
2.4.3a Generator Engine Fuel Oil System
2.4.4a Incinerator Waste Oil System


Illustration 2.4a Fuel Oil Viscosity - Temperature Graph
Temperature °C
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
Bu
nk
10,000 er 10,000 10,000
Fu
e lO
il
5,000 5,000 5,000
2,000 2,000 2,000

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

500 500 500
100 100 100

Kinematic Viscosity - Centistokes
Kinematic Viscosity - Centistokes

50 50 50
Boiler Atomisation Viscosity

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

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

Temperature °C


2.4 FUEL OIL AND FUEL GAS SERVICE SYSTEMS From the four bunker FO tanks, two forward and two aft, HFO is transferred In the local position the pumps may be started and stopped locally by means
to the HFO settling tank where it is allowed to settle prior to being used in the of the start and stop pushbuttons. When the forward FO transfer pump control
2.4.1 FUEL OIL BUNKERING AND TRANSFER SYSTEM boilers. Heavy fuel oil may also be supplied directly to the boilers from the aft selectors are set to remote the pumps may be started and stopped manually at
HFO bunker tanks if necessary. the DCS graphic screen T30-415-02 BUNKER LOADING SYSTEM.
Heavy Fuel Oil Transfer Pump
The bunkering lines for fuel oil and gas oil drain via a separate line to the port A pump is started and stopped by clicking on the pump icon in the graphic
Maker: Naniwa Pump Manufacturing Co. Ltd. aft HFO bunker tank. The drain line is located in the port under passageway, display to bring up the pump faceplate and then clicking on the START or
No. of sets: 1 the bunkering lines being located in the starboard under passageway. STOP soft key as required. The display graphic indicates the operating status
Type: Vertical gear rotary of the forward FO transfer pumps.
The HFO transfer pump is located in the purifier room and is used to transfer
Model: ALGV-100BSJ HFO from the storage tanks to the settling tanks. The HFO transfer pump The forward FO transfer pump suction valves are manually opened and
Capacity: 50m3/h at 4.0 bar may be started and stopped remotely or locally. For local operation the control closed, but the forward HFO storage tank suction valves and the forward FO
selector switch at the main switchboard control position must be turned to the transfer pump discharge valves are remotely operated from the DCS graphic
LOCAL position and the pump may then be started and stopped by means of screen T30-415-02. The valve faceplate is called up by clicking on the valve
the local pushbuttons. There is also a Lock Off position at the local selector. icon in the graphic display and the valve is then opened or closed by clicking
Maker: Naniwa Pump Manufacturing Co. Ltd. on the OPEN or CLOSE soft key using the trackball.
No. of sets: 1 When the control selector is set to remote, the HFO transfer pump may be
Type: Horizontal gear rotary started and stopped manually at the DCS graphic screen T30-415-01 AFT FO In the aft part of the ship are located two low sulphur FO tanks, one port
STORAGE AND TRANSFER SYSTEM. The pump is started and stopped by and one starboard. These are filled through the same bunkering system as
Model: AHGP-80
clicking on the pump icon in the graphic display, in order to bring up the pump the main HFO storage tanks. Filling valves are manually operated but the
Capacity: 30m3/h at 4.5 bar faceplate and then clicking on the START or STOP soft key as required. The tank status can be seen from the DCS graphic screen T30-415-01 for the aft
display graphic indicates the operating status of the HFO transfer pump. The FO storage and transfer system. Fuel may be transferred to or from the low
Incinerator Gas Oil Service Pump HFO settling tanks are fitted with level switches, which switch off the HFO sulphur FO tanks by the FO transfer pump.
transfer pump when the maximum working level in the tank is reached.
Maker: Naniwa Pump Manufacturing Co. Ltd. Heavy fuel oil bunkering is controlled from the DCS graphic screen T30-415-
No. of sets: 1 All valves on the HFO bunkering and transfer system are manually operated, 02 for the bunker loading system. Valves at the bunker station on the cargo
Type: Horizontal gear rotary except for the HFO bunker tank line suction valves F2V (HFO bunker tank manifold are manually operated, but tank filling valves are controlled remotely
port) and F4V (HFO bunker tank starboard), and the HFO settling tank filling from the graphic screen T30-415-02 using the valve faceplates. The graphic
Model: AHGP-25
valves F13V (HFO settling tank port) and F15V (HFO settling tank starboard). display indicates the percentage opening of the fuel oil tank filling valves, the
Capacity: 2.0m3/h at 2.5 bar These valves are actuated from the aft FO storage and transfer system screen level and quantity in the tanks and the pressure in the bunkering line.
display graphic T30-415-01. The valve faceplate is called up by clicking on
Forward Fuel Oil Transfer Pump the valve icon and the valve is then opened or closed by clicking on the OPEN All outlet valves from the fuel tanks are remotely operated quick-closing
or CLOSE soft key with the trackball. A description of the use of faceplates valves with a collapsible bridge, which can be operated from the fire control
Maker: Naniwa Pump Manufacturing Co. Ltd is given in the Distributed Control System Operation Guide and section 3.1 room. After being tripped from the ship’s control centre, the valves must be
No. of sets: 2 Distributed Control System. reset locally. Each tank is also fitted with a self-closing test cock to test for
Type: Vertical gear rotary the presence of water and to drain any water present. Tundishes under the
Model: ALGV-100BSJ The HFO settling tanks overflow to the overflow tank. self-closing test cock drain any liquid to the fuel oil drain tank. Bunker and
settling tanks are provided with local temperature indication, plus remote level
Capacity: 50m3/h at 6.0 bar The forward HFO system consists of two HFO storage tanks located forward and temperature indication in the engine control room. The tanks also have an
of the cargo tanks and above No.1 centre water ballast tank. The forward HFO overfill alarm. The HFO settling tank overflows to the HFO overflow tank. All
storage tanks are located on the port and starboard sides of the ship's centreline. FO transfer lines are trace heated by steam pipe.
Fuel Oil System
The tanks are filled from the same connections as the aft HFO storage tanks,
Introduction the filling line running in the starboard under passageway. Two forward FO All HFO tanks are fitted with heating coils, the heating steam being supplied
transfer pumps are used to transfer HFO from the forward storage tanks to the from the 6 bar steam system. Condensate from the heating coils flows to the
Heavy fuel oil, for the boilers is stored in two heavy fuel oil (HFO) tanks HFO settling tanks or the aft HFO storage tanks as required. Normally only engine room drain cooler and then to the deoiler, before passing through an
located forward and to the sides of the engine room, and two forward fuel oil one pump is used during transfer operations. observation tank and entering the atmospheric drain tank.
tanks located forward of the cargo tanks. These bunker tanks are filled from
the port and starboard connections on the cargo manifold. The cargo manifolds The forward FO transfer pumps are located in the bunker transfer room and
also have connections to the gas oil storage tank filling line. may be operated locally or remotely from the DCS or main switchboard,
depending upon the setting of the selector switch on the main switchboard.


Illustration 2.4.1a Fuel Oil Bunkering and Transfer System - Engine Room From/To Gas Oil From Incinerator Gas Oil From/To HFO
From/To Emergency From Inert Gas Generator Bunkering Station (2.4.1b) Service Tank Overflow (2.16.6a) Bunkering Station (2.4.1b) CLG
Generator Engine Gas Oil Tank (2.14.3a) Fuel Oil Pump (2.10.1a)
LIAHL HFO
Emergency Generator Engine Room LX Bunker Tank
DCS
LS (1,253m3)
Gas Oil
(P)
Transfer
LS F3V
Pump Auto F4V
Inert Gas Stop F14V
LX
F25V Generator Engine F30V Set 5bar
Generator Gas Oil F24V F31V
Service Tank Gas Oil Service Tank
LIAHL LIAHL F17V F16V
DCS (98.2m3) LX (49m3)
DCS LS
F58V
F28V F15V
LIAHL LIAHL F19V F204V LS
F35V F57V DCS DCS
Gas Oil Gas Oil HFO
F18V Transfer
Storage Tank Storage Tank HFO
F36V F29V LX LX Pump Auto
(91.9m3) (91.9m3) Setting Tank Stop
(P) (S) (479.1m3)
To Inert Gas F203V
F40V (P)
Generator F26V
HFO Pump F38V
(2.10.1a) F37V
F45V F42V F56V F64V
From
To
LIAH LIAH Incinerator CI F27V F41V Sludge
Boiler
DCS DCS Gas Oil Pump
LX TX
Low Sulphur Low Sulphur Service
HFO Tank HFO Tank Pump LIAHL TIAH
LX LX F47V
(256.2m3) (256.2m3) (2.0m3/h F34V F33V DCS DCS
F52V PI
(P) (S) x2.5bar)
F39V F48V F12V
F53V
F60V F61V
F11V LIAHL TIAHL
F46V F43V From Incinerator PI PI DCS DCS
Gas Oil Service Gas Oil HFO
Tank Coaming Drain Transfer Pump LX TX
Transfer Pump
(30m3/h x 4.5bar) (50m3/h x 4bar)
CI CI To
F49V Boiler
DPI
LS
To Incinerator
Gas Oil Service Tank F50V HFO
From Inert Gas Generator F32V F10V HFO
(2.16.6a) F9V Setting Tank
Transfer
HFO Pump Coaming Drain Pump Auto
(479.1m3) Stop
(S)
F201V
From Purifier Work Bench Drain F54V
F20V
From FO Heater Coaming Drain F21V LS
F202V
F6V
From Generator Engine Leaked Oil Drain and Coaming Drain LS F13V
LAH
LS
LAH
LS
HFO
Key DCS DCS F51V
Overflow Tank F2V F1V
HFO Drain Tank
(122.7m3)
Fuel Oil (1.2m3) HFO
F59V Bunker Tank
Gas Oil F23V F22V (1,253m3)
F7V LIAHL (S)
F8V LX
Drains DCS
F63V
Compressed Air CLG
To Bilge Well


Heavy Fuel Oil Tanks d) As far as possible new bunkers should be segregated from q) Scuppers and save-alls, including those around bunker tank
existing bunkers on board. If bunkers being received are to be vents, should be effectively plugged.
Compartment Capacities (SG 0.980) loaded into the same tanks as existing bunkers on board, great
Volume 100% (m3) Weight 98% (Tonnes) care must be taken to avoid problems of incompatibility. If r) Drip trays are to be provided at bunker hose connections and
there is any doubt about the compatibility between the new and means of containing any oil spills must be in place.
Aft HFO tank port 1,253.0 1190.3
existing bunkers the new bunkers should not be loaded on top
Aft HFO tank starboard 1,253.0 1190.3 of existing bunkers. s) The initial loading rate must be agreed with the barge or shore
Forward HFO tank port 968.4 920 station and bunkering commenced at an agreed signal. Only
e) No internal transferring of bunkers should take place during upon confirmation of there being no leakage and fuel going into
Forward HFO tank starboard 974.1 925.4 bunker loading operations, unless permission has been obtained only the nominated tank, should the loading rate be increased
Low sulphur FO tank port 256.0 243.4 from the Chief Engineer. to the agreed maximum.
Low sulphur FO tank starboard 256.0 243.4 f) The Chief Engineer should calculate the estimated finishing t) When the tank being filled reaches 70% full, the filling rate
HFO settling tank port 479.1 455.1 ullages/dips, prior to the starting of loading. should be reduced by 50%. Filling of the tank must be stopped
when the tank reaches 85% full.
HFO settling tank starboard 479.1 455.1
g) Bunker tanks should not exceed 85% full.
Total in Bunker Tanks 5918.7 5623.0 CAUTION
HFO overflow tank 122.7 116.6 h) Any bunker barges attending the vessel are to be safely At least one bunker tank filling valve must be fully open at all times
moored alongside before any part of the bunker loading during the bunkering operation.
operation begins. Frequent checks must be made of the mooring
Precautions to be Observed Prior to and During the Loading arrangements as the bunker barge draught will change during Heavy fuel oil bunker tanks are fitted with high level alarms.
of Bunkers bunkering.
All relevant information regarding the bunkering operation is to be entered in
(Note: Tanks must only be filled to 85% of capacity, except the generator i) Level alarms fitted to bunker tanks should be tested prior to the Oil Record Book on completion of loading. The information required to
engine and inert gas generator service tanks, which overflow at any bunker loading operations. be entered includes date, time, quantity transferred, tanks used and personnel
85%.) involved.
j) The soundness of all lines should be verified by visual
Before and during bunkering, the following steps should be complied with: inspection.
Procedure for the Loading of Fuel Oil Bunkers from a Shore
a) All engineers and other personnel involved in the bunkering k) The pre-bunkering checklist should be completed. Station or Barge
process should know exactly what their duties are. Personnel
involved should know the location of all valves and gauges l) The Chief Engineer is responsible for bunker loading operations, a) At the bunker connection to be used, remove the blank and
and be able to operate the valves both remotely and locally if assisted at all times by a sufficient number of officers and connect the bunkering hose. Check the joint and fit a new
required. A bunker plan should be drawn up prior to bunkering ratings to ensure that the operation is carried out safely. one if the joint shows any signs of damage. Containers for
and all personnel involved in bunkering must be fully aware of taking bunker samples must be prepared and set in place at the
the contents of the plan and understand the entire operational m) A watch should be kept at the bunkering station, engine room drip connection for the bunkering connection to be used. Spill
procedure. Company rules regarding the taking of bunkers and and the position of sounding or level gauge board during control facilities must be established according to company
transfer of fuel oil within the ship must be understood by all loading. instructions.
involved in the bunkering or fuel oil transfer procedure.
n) All personnel involved in the bunkering operation should be Bunker stations are fitted on the port and starboard sides of the ship at the cargo
b) Shore or barge tanks, whichever form is being used, should be in radio contact. loading manifold. Each bunker station has a main and auxiliary connection
checked for water content. for HFO and gas oil. The bunkering connections on each side of the ship are
o) The maximum pressure in the bunker line should be below directly connected.
c) Representative samples are to be drawn using the continuous 3.0 bar and this can be viewed from the bunker loading DCS
drip method for the duration of the loading operation and graphic screen T30-415-02. The relief valve discharges oil to b) Ensure that the blanks on the other bunkering connections are
dispatched for analysis. Samples should be taken at the bunker the aft starboard HFO tank. secure, that the valves are closed and that drain and sampling
supply manifold inlet to the ship’s system. valves closed. The drip tray must be empty and the drain
p) Safe means of access to barges/shore shall be used at all times. closed.


Illustration 2.4.1b Fuel Oil Bunkering and Transfer System - Deck
Key
GO13V GO11V
GO05V GO03V
FO22V FO20V Heavy Fuel Oil
FO15V FO13V
Heavy Fuel Oil
Gas Oil
Bunker Tanks (P & S)
Electrical Signal
Under Deck Cargo Tank
Passage Instrumentation Bow Thruster
Room
FO08V
FO28V FO & GO Drain Transfer Pipe Bosun's Store
FO09V FO07V
Steering Gear
Room Fuel Oil From FO
Under Deck Tank (S) Tank (P)
Aft Peak Passageway FO06V
Tank
Engine Room
FO05V
2
FO04V FO03V
Stern Tube No.1 Water
Cooling Side Water Side Water Ballast Tank (C) 1
Ballast Tank Ballast Tank Fore Peak
Water Tank FO02V FO01V
Void (P) (S) Tank
Pipe Duct
Pipe Duct
Heavy Fuel Oil

Bunker Tank (P) FO02V GO14V GO01V FO31V
8-LX-46 8-LX-47 Forward
Under Deck Passage Fuel Oil Transfer Pumps
PI PI
GO GO GO
FO28V
FO FO GO
10V 05V 02V
FO FO
22V 19V 13V 15V 12V
Void 4-PX-51
FO30V FO34V
F3V PX PX PX
Fuel Oil Settling Tank (P)

F15V FO04V FO02V
Forward Fuel
Oil Tank (P)
GO06V GO07V FO17V FO16V
FO06V
Fore Peak
Engine Room No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank 2 1
Steering Gear Tank
Room Forward Fuel
Oil Tank (S)
FO05V FO03V FO01V
Fuel Oil Settling Tank (S) FO09V FO08V

FO26V 4-PX-52
F13V PX
FO25V
FO33V
PX PX
FO27V
Heavy Fuel Oil F1V
FO FO07V
Bunker Tank (S) FO29V FO FO GO GO GO GO FO 11V
20V 18V 11V 09V 03V 01V 13V
PI PI Void
DCS DCS Forward
8-LX-46 8-LX-47 Fuel Oil Transfer Pumps
FO21V GO12V GO04V FO14V (50m3/h x 6bar)


c) Open the following filling valve(s) on the FO bunker/storage i) Check the ship to shore connection and pipeline for leaks. b) Ensure that all HFO tank filling valves are closed by checking
tanks to be filled. Tank filling valves are remotely operated from at the bunker loading DCS graphic screen T30-415-02.
the bunker loading DCS graphic screen T30-415-02. Click on j) Check that FO is flowing into the required FO storage tank(s),
the valve icon using the trackball to bring up the valve faceplate and not to any other tank. c) Open the low sulphur FO tank filling valve(s) for the tank(s)
and then click on the OPEN or CLOSE soft key in order to open which are to be loaded with low sulphur FO. For the port low
or close the valve. k) Increase the bunkering rate to the agreed maximum. sulphur FO tank open valve F45V and for the starboard low
sulphur FO tank open valve F42V. These are manually operated
l) Commence taking the bunker sample at the cock at the deck valves and if both tanks are to be filled one valve should be
Position Description Valve manifold. opened first then the other valve when the first tank is 80% full.
Open Forward port HFO storage tank filling valve FO09V The tanks are fitted with high level alarms. Samples must be
m) As the level in the bunker/storage tanks approach 75%, take taken during bunkering.
Open Forward starboard HFO storage tank filling valve FO08V
ullages frequently and adjust valves FO27V and FO28V as
Open Aft port HFO bunker tank filling valve FO28V necessary. When the tank reaches the 80% level close the filling d) When the pipelines are set and the tank valves open, signal to
Open Aft starboard HFO bunker tank filling valve FO27V valve at the bunker loading DCS graphic screen T30-415-02 start loading the low sulphur FO. The levels in the low sulphur
using the valve faceplate. FO tanks may be seen at the aft FO storage and transfer system
graphic display T30-415-01.
d) Ensure the following valves are closed. n) Fill the remaining tanks using the same procedure. For the final
bunker/storage tank, the filling rate must be reduced to 50% by e) When the first low sulphur FO tank is 80% full the filling valve
the pumping operation and this must be signalled to the barge of the second tank must be opened and the filling valve of the
Position Description Valve or shore station. first tank must be shut in.
Close Port low sulphur HFO storage tank filling valve F45V
o) When the final tank is full, the barge or shore station must be f) When the first low sulphur FO tank is 85% full the filling valve
Close Starboard low sulphur HFO storage tank filling valve F42V
signalled to stop pumping. must be closed.
Close Port and starboard HFO settling tanks filling valve F14V
p) Ensure that the sample containers are properly sealed and have g) When the second low sulphur FO tank reaches 80% full the
them despatched for analysis. bunker barge must be signalled to reduce the pumping rate.
e) Open the valve at the selected bunkering connection at the When the tank is full pumping must be stopped.
cargo manifold or bunkering station. These valves are locally
q) Open the bunker line drain valve system for the bunkering lines
actuated.
used and the main drain valve to the port aft tank FO30V, located h) When bunkering low sulphur FO is complete the lines must be
aft of the port side bunkering station. Allow the bunkering lines drained as in the procedure for loading fuel oil as above. When
Description Valve to drain to the port aft HFO storage tank. the lines are drained all valves must be closed, the bunkering
Port cargo manifold main HFO bunkering valve FO12V pipe removed and the blank refitted.
r) When lines are completely drained close all bunker station and
Port cargo manifold auxiliary HFO bunkering valve FO19V
tank filling valves and refit the blank flanges.
Starboard cargo manifold main HFO bunkering valve FO11V Procedure for Transferring Fuel Oil from the Forward Storage
s) Disconnect the hose and replace the blank at the bunker station Tanks to the Aft Heavy Fuel Oil Bunker Tanks using the
Starboard cargo manifold auxiliary HFO bunkering valve FO18V
connection. Forward Fuel Oil Transfer Pumps
Bunkering line valve FO25V
t) Check tank levels and agreed quantity the supplied and then, if Normally the HFO stored in the forward storage tanks should not be pumped
satisfied, sign the bunker receipt. directly to the HFO settling tanks, but must first be transferred to the aft HFO
f) Establish effective, permanent communication between the
bunker tanks. Two forward FO transfer pumps are provided for this purpose
control room, the engine room, the deck filling manifold and
with the transfer line being the bunker loading line. The transfer of HFO from
the bunkering shore station. Procedure for the Loading of Low Sulphur Fuel Oil Bunkers the forward storage tanks to the aft HFO bunker tanks may be undertaken from
from a Shore Station or Barge the bunker loading DCS graphic screen T30-415-02. The forward FO transfer
g) Agree filling rates and signalling systems with the barge or
pumps may be started and stopped from this screen by calling up the pump
shore station. Agree the quantity and specification of the fuel a) Observe all precautions as for loading HFO bunkers and connect faceplates. The forward HFO tank suction valves and the forward FO transfer
oil to be supplied. the bunker hose to the port or starboard main or auxiliary HFO pump discharge valves, together with the aft HFO storage tank filling valves,
connection at the port or starboard bunker station. Agree loading are controlled from the bunker loading DCS graphic screen T30-415-02. The
h) Signal to the shore station to commence bunkering FO at a slow procedures as in the procedure for HFO bunkering above. valve faceplates are called up and the valves opened or closed as required.
rate.


Illustration 2.4.1b Fuel Oil Bunkering and Transfer System - Deck
Key
GO13V GO11V
GO05V GO03V
FO22V FO20V Heavy Fuel Oil
FO15V FO13V
Heavy Fuel Oil
Gas Oil
Bunker Tanks (P & S)
Electrical Signal
Under Deck Cargo Tank
Passage Instrumentation Bow Thruster
Room
FO08V
FO28V FO & GO Drain Transfer Pipe Bosun's Store
FO09V FO07V
Steering Gear
Room Fuel Oil From FO
Under Deck Tank (S) Tank (P)
Aft Peak Passageway FO06V
Tank
Engine Room
FO05V
2
FO04V FO03V
Stern Tube No.1 Water
Cooling Side Water Side Water Ballast Tank (C) 1
Ballast Tank Ballast Tank Fore Peak
Water Tank FO02V FO01V
Void (P) (S) Tank
Pipe Duct
Pipe Duct
Heavy Fuel Oil

Bunker Tank (P) FO02V GO14V GO01V FO31V
8-LX-46 8-LX-47 Forward
Under Deck Passage Fuel Oil Transfer Pumps
PI PI
GO GO GO
FO28V
FO FO GO
10V 05V 02V
FO FO
22V 19V 13V 15V 12V
Void 4-PX-51
FO30V FO34V
F3V PX PX PX
Fuel Oil Settling Tank (P)

F15V FO04V FO02V
Forward Fuel
Oil Tank (P)
GO06V GO07V FO17V FO16V
FO06V
Fore Peak
Engine Room No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank 2 1
Steering Gear Tank
Room Forward Fuel
Oil Tank (S)
FO05V FO03V FO01V
Fuel Oil Settling Tank (S) FO09V FO08V

FO26V 4-PX-52
F13V PX
FO25V
FO33V
PX PX
FO27V
Heavy Fuel Oil F1V
FO FO07V
Bunker Tank (S) FO29V FO FO GO GO GO GO FO 11V
20V 18V 11V 09V 03V 01V 13V
PI PI Void
DCS DCS Forward
8-LX-46 8-LX-47 Fuel Oil Transfer Pumps
FO21V GO12V GO04V FO14V (50m3/h x 6bar)


The forward FO transfer pump suction valves are manually operated and are g) When the forward FO storage tank from which oil is being a) Check the quantity of HFO in the FO settling tank to be filled
normally left open. taken reaches its low level, be prepared to change over the and determine how much oil is to be transferred. Check the
tanks or stop the pump. If the desired quantity of HFO has been quantity of HFO in the tank from which FO is to be transferred
a) Check the quantity of HFO in the aft HFO bunker. Check the transferred before the tank reaches its low level, stop the pump and note the temperature. If the temperature is too low for
quantity of HFO in the forward HFO storage tank from which by clicking on the STOP soft key at the pump faceplate. effective pumping then trace steam heating must be applied. If
HFO is to be transferred and note the temperature. Steam heating the quantity of HFO in the storage tank is less than the quantity
must be applied to the tank heating coils if the temperature is h) If HFO is being transferred to both aft FO bunker tanks, the to be pumped, be prepared to change over tanks.
too low for effective pumping. If the quantity of HFO is less second tank filling valve must be opened when the first tank
than the quantity to be pumped be prepared to change over reaches the 80% full level. The first tank filling valve must then b) Check that the FO transfer pump suction filter is clean.
tanks. be closed when the 85% level is reached. If the tank is not to
be filled to the 85% level transfer operations must be stopped c) Open the quick-closing suction valve from the HFO bunker
b) Check that the forward FO transfer pump suction filter is clean when the desired level is reached. Alternatively the filling valve tank from which FO is to be transferred together with the FO
for the pump to be used. for the second tank must be opened and the filling valve for transfer pump valves. Valves are as in the following table and
the first tank closed when the desired level is reached. There they normally remain open:
c) Open the suction valve of the selected forward FO transfer must always be at least one tank filling valve open when a FO
pump to be used. They are valve FO02V for No.1 forward FO transfer pump is operating. Description Valve
transfer pump and valve FO04V for No.2 forward FO transfer
Aft HFO bunker tank port F3V
pump. i) Stop the forward FO transfer pump when the desired quantity
of oil has been transferred and close all valves and record the Aft HFO bunker tank starboard F1V
d) Set the discharge valves for the forward HFO transfer pump, the transfer in the Oil Record Book. FO transfer pump suction valve from FO bunker tanks F5V
forward FO storage tank suction valve and the filling valves for
the aft FO storage tanks. The selected valves are in the following FO transfer pump discharge valve to FO settling tanks F12V
table: Procedure for Transferring Fuel Oil from the Aft Heavy Fuel
Oil Bunker Tanks to the Fuel Oil Settling Tanks, using the
d) Ensure that the suction valves from the FO overflow tank F6V,
Description Valve Engine Room Fuel Oil Transfer Pump
the FO drain tank F9V and the low sulphur FO tanks F43V
No.1 forward FO transfer pump discharge valve FO01V and F46V are closed.
(Note: The FO settling tanks are fitted with float switches and the FO
No.2 forward FO transfer pump discharge valve FO03V transfer pump is equipped for automatic stop under the control of
e) Ensure that the FO transfer pump discharge valve F14V to the
these switches. Under normal circumstances the valves remain set
Forward HFO tank port suction valve FO06V bunker line is closed.
so that the FO transfer pump can pump HFO into the FO settling
Forward HFO tank starboard suction valve FO05V tanks. One of the tanks would be in use with the other being filled
f) At the aft FO storage and transfer system DCS graphic screen
Aft HFO bunker tank port filling valve FO28V or settling after filling.)
T30-415-01 open the filling valve for the port or starboard
Aft HFO bunker tank starboard filling valve FO27V When transferring HFO, trace steam heating should be applied to the fuel HFO settling tank, whichever is to be filled. This is done by
lines. clicking on the valve icon to bring up the valve faceplate and
then clicking on the OPEN soft key of the selected valve to
e) Select one of the forward FO transfer pumps as the duty pump. open the valve.
The settling tanks are fitted with low level alarms which will inform the
The pump selector switch must be set to REMOTE to allow
engineers that a tank has reached the level where it must be replenished should
for operation via the DCS screen T30-415-02. The switch can g) At the a DCS graphic screen T30-415-01 open the line suction
that action not already been taken.
also be set to LOCAL, which allows the pump to be started and valve from the port or starboard aft HFO bunker tank, from
stopped from local pushbuttons, or it may be set to locked in the which HFO is to be taken. This is done by clicking on the valve
The settling tank in operation must be checked periodically and an estimate
OFF position, in which case the pump cannot be started. icon to bring up the valve faceplate and then clicking on the
made of when a changeover will be needed. If the settling tank in operation
is likely to reach its low level during a period of UMS operation, the OPEN soft key of the selected valve to open the valve.
f) At the DCS screen T30-415-02 click on the icon of the selected
settling tanks should be changed over before that period of UMS operation
pump to bring up the pump faceplate and click on the START h) Check that the HFO transfer pump and gas oil transfer pump
commences. A low level settling tank should be refilled as soon as possible.
soft key. The pump will start and commence transferring HFO suction and discharge crossover line valves F10V and F11V
from the selected forward FO storage tank to the selected aft are closed.
HFO bunker tank.


i) Start the HFO transfer pump from the DCS graphic screen f) Start the gas oil transfer pump from the DCS graphic screen Description Valve
T30-415-01 by clicking on the pump icon to bring up the pump T30-415-01 by clicking on the pump icon to bring up the pump Aft HFO bunker tank port remote line suction valve F4V
faceplate and then clicking on the START soft key. The HFO faceplate and then clicking on the START soft key. The HFO
transfer pump must be selected for REMOTE operation at the transfer pump must be selected for REMOTE operation at the Aft HFO bunker tank starboard remote line suction valve F2V
main switchboard control switch. This switch allows for the main switchboard control switch. This switch allows for the
selection of remote and local positions. selection of remote and local positions e) Open the bunker line valve F14V.
j) Check that FO is being correctly transferred from the required g) Stop the pump from the pump faceplate when the required f) At the DCS graphic screen T30-415-02 open the filling valve
HFO bunker tank to the designated FO settling tank. quantity of HFO has been transferred. for the bunker tank to which HFO is to be pumped, by clicking
on the valve icon to bring up the valve faceplate and then
k) When the required amount of oil has been transferred stop (Note: This operation requires manual control as the automatic pump stop clicking on the OPEN soft key. If HFO is being taken from the
the pump from the screen faceplate by clicking on STOP. only works with the FO transfer pump.) port tank it will be pumped to the starboard tank, in which case
Alternatively the pump can be allowed to stop automatically valve FO27V must be opened. If HFO is being taken from the
when the tank high level switch is activated. h) Close all system valves and lock the crossover valves closed. starboard tank then it will be pumped to the port tank and valve
FO28V must be opened.
l) Close all tank suction and filling line valves at the end of the i) Record the oil transfer in the Oil Record Book.
operation using their screen faceplates. g) Check the quantity of HFO to be transferred and check that the
CAUTION receiving tank has sufficient capacity.
(Note: The manually operated valves may remain open unless oil is to be Ensure that all fuel oil is flushed out of the gas oil transfer pump prior to
transferred from tanks other than the HFO bunker tanks.) restoring it to gas oil service. This can be achieved by opening the gas oil h) Start the HFO transfer pump at the pump faceplate in the DCS
suction and pumping for a few moments with a discharge to the fuel oil graphic screen T30-415-01.
m) Record the oil transfer in the Oil Record Book. tanks open. Before starting the pump to transfer gas oil, make absolutely
sure that all discharges to the fuel oil system are securely closed. i) When the required quantity of HFO has been transferred stop
the pump at the pump faceplate and close all valves which
Procedure for the Transfer of Heavy Fuel Oil using the Gas had been opened.
Procedure for Transferring Heavy Fuel Oil from the Port to
Oil Transfer Pump Starboard Bunker Tanks, or Vice Versa j) Record the oil transfer in the Oil Record Book.
a) Open the crossover suction valve F10V and the crossover a) Open the HFO transfer pump suction valve F5V and the
discharge valve F11V. discharge valve F12V. Procedure for Transferring Heavy Fuel Oil from the Aft
b) Close the gas oil transfer pump suction valve F32V and
Bunker Tanks to the Forward Fuel Oil Storage Tanks
b) At the DCS graphic screen T30-415-01 close the HFO settling
discharge valves F33V, F34V and F48V. tank filling valves F13V and F15V by calling up the valve Heavy fuel oil may be transferred from the aft bunker tanks to the forward FO
faceplates and clicking on the CLOSE soft keys if the valves storage tanks if required. The procedure is similar to that for transferring HFO
c) Ensure that the FO transfer pump discharge valve F12V is open are open. between the aft bunker tanks as described in the previous procedure steps a) to
together with the suction valve from the selected HFO tank.
j) inclusive except for step f). Instead of opening the filling valves for the aft
c) Open the HFO bunker tank quick-closing valve for the tank from bunker tanks the filling valves for the forward bunker tanks would be opened.
d) At the aft FO storage and transfer system DCS graphic screen which HFO is to be taken, F1V for the starboard bunker tank For the port forward storage tank valve FO09V would be opened at DCS
T30-415-01, open the filling valve for the port or starboard and F3V for the port bunker tank. These valves are normally screen T30-415-02 and for the forward starboard storage tank valve FO08V
HFO settling tank, whichever is to be filled. This is done by open as control of the flow of oil from the tank is controlled by would be opened.
clicking on the valve icon to bring up the valve faceplate and the remotely operated line valve F2V for the starboard tank and
then clicking on the OPEN soft key of the selected valve to F4V from the port tank.
open the valve. Procedure for Transferring Oil from the Fuel Oil Overflow
d) At the DCS graphic screen T30-415-01 open the line suction Tank to the Heavy Fuel Oil Settling Tank
e) At the a DCS graphic screen T30-415-01 open the line suction valve for the tank from which oil is to be taken, by calling up
valve from the port or starboard aft HFO bunker tank, from the valve faceplate and clicking on the OPEN soft key. a) Check the amount of fuel to be transferred and ensure that the
which HFO is to be taken. This is done by clicking on the valve settling tank has sufficient capacity.
icon to bring up the valve faceplate and then clicking on the
OPEN soft key of the selected valve to open the valve. b) Set the HFO transfer pump to operate remotely and manually
from the DCS graphic screen T30-415-01.


c) Open the HFO transfer pump suction valve F6V from the FO Gas Oil System Procedure for Loading Gas Oil From a Shore Station or a
overflow tank and the HFO transfer pump discharge valve Barge
F12V. Gas oil for all purposes on board the ship is stored in the gas oil storage tanks
located in the engine room. Gas oil is transferred from the storage tanks to The precautions and organisation for loading gas oil should be followed, as
d) At the DCS graphic screen T30-415-01 call up the valve the generator gas oil service tank, the emergency generator engine gas oil that described for HFO. The gas oil storage tanks are checked to ensure that
faceplate for the port HFO settling tank filling valve F15V, or service tank and the inert gas generator (IGG) gas oil service tank, using the there is sufficient capacity for the gas oil to be loaded.
the starboard HFO settling tank filling valve F13V and open the gas oil transfer pump. Gas oil is supplied to the diesel generator engines, the
desired valve by clicking on the OPEN soft key. emergency generator engine and the incinerator burner. a) The bunker line blank is removed at the gas oil bunker
connection to be used and the bunkering hose connected. The
e) Start the HFO transfer pump and transfer the desired quantity The gas oil storage tanks are filled from a gas oil bunkering line with joint should be inspected and replaced as soon as it shows
of FO from the FO overflow tank. When the overflow tank connections at the cargo loading manifold on the port and starboard side of signs of damage.
is empty, stop the FO transfer pump and close the system the ship at upper deck level. The gas oil bunkering lines drain to the port
valves. HFO bunker tank. The gas oil bunkering line is fitted with a relief valve set b) A drip tray is arranged beneath the bunker pipe connection and
at a pressure of 5.0 bar which releases oil to the port gas oil storage tank. The equipment organised to deal with any oil spill.
(Note: Fuel from the FO overflow tank may be transferred to one of the gas oil transfer pump is located in the engine room and is used to transfer gas
aft HFO bunker tanks or the forward FO storage tanks using the oil from the gas oil storage tanks to the gas oil service tanks for the generator c) Ensure that the blanks on the other bunkering connections are
procedures described above. The exception is that the filling valves engines, emergency generator and IGG. It may also be used to pump HFO in secure and that the valves are closed. Ensure that the drain and
for the settling tanks would be closed and the line valve F14V an emergency and the HFO transfer pump may also be used to pump gas oil sampling valves are closed. Open either the main gas oil bunker
open, together with the tank filling valve for the selected bunker in an emergency. station valves, which are GO02V on the port side and GO01V
or storage tank.) on the starboard side, or the auxiliary valves, which are GO10V
The generator engine gas oil service tank overflows to the starboard gas oil on the port side and GO09V on the starboard side. All other
(Note: Fuel from the FO drain tank may be transferred either to the HFO storage tank and the IGG gas oil service tank overflows to the port gas oil valves must be closed.
settling tanks, the HFO bunker tanks or FO storage tanks, using the storage tank. The gas oil storage tanks are fitted with high level alarms and
procedure as above. The exception is that the HFO overflow tank the generator engine gas oil service tank is fitted with a level switch for d) Open the selected gas oil storage tank inlet valve, which is
suction valve would be closed and the FO drain tank suction valve stopping the gas oil transfer pump. F24V for the port tank and F31V for the starboard tank.
F8V and line suction valve F9V would be open.)
Gas Oil System Tanks e) When all pipes and connections are checked, signal the shore
Procedure for Transferring Oil from the Port Low Sulphur station or bunker barge to commence pumping at the agreed
Compartment Capacities (SG 0.85) low rate.
Fuel Oil Tank to the Starboard Low Sulphur Fuel Oil Tank
Volume 100% (m3) Weight 98% (Tons)
f) When it is confirmed that there are no leaks, signal to increase
a) Open the HFO transfer pump discharge valve F12V and the Gas oil storage tank port 91.9 74.2 the delivery rate to the agreed maximum.
discharge valve to the bunker line F14V.
Gas oil storage tank starboard 91.9 74.2
g) Open the sampling cock and begin taking a sample of the
b) Open the quick-closing suction valve from the low sulphur FO Generator engine gas oil service tank 49.1 39.7
delivered gas oil.
tank from which oil is to be taken, either valve F43V for the
IGG gas oil service tank 99.2 79.3
starboard tank or valve F46V for the port tank.
Emergency generator gas oil service tank 5.0 4.2 h) When the gas oil storage tank is 80% full, open the filling valve
for the second gas oil storage tank and close in the valve to the
c) Open the filling valve on the low sulphur FO tank to which oil Total 337.1 271.6 first storage tank. When the first gas oil storage tank reaches
is to be transferred, either valve F42V for the starboard tank or
85% full, close the filling valve. When the second gas oil
valve F45V for the port tank.
storage tank reaches 80% full, signal the shore station or barge
The outlet valves from the gas oil storage tanks and service tanks are
to reduce the delivery rate and when the tank is 85% full signal
d) Start the HFO transfer pump at the pump faceplate in the DCS remote operated quick-closing valves with a collapsible bridge. They can be
to stop pumping. The levels and contents of the gas oil storage
graphic screen T30-415-01. The pump may also be started pneumatically operated from the ship’s fire control station, after which the
tanks may be seen from the aft FO storage and transfer system
locally at the pump if required. valves must be reset locally. Each tank is also fitted with a self-closing test
DCS graphic screen T30-415-01.
cock to test for the presence of water and to drain any water present. Tundishes
e) When the required quantity of HFO has been transferred stop under the self-closing test cocks drain any liquid to the fuel oil drain tank.
i) Open the vent and allow the bunker hose and pipelines to
the pump at the pump faceplate and close all valves which have
drain.
been opened. All tanks are provided with level indication, with remote level indication in
the control room. The storage and service tanks have an overfill alarm set at
j) Disconnect the hose and refit the blank.
f) Record the oil transfer in the Oil Record Book. 98% capacity.


k) Collect the gas oil sample and have it sent for analysis. the pump icon to call up the pump faceplate and then clicking Procedure for the Transfer of Gas Oil using the Heavy Fuel Oil
on the START soft key of the faceplate. The pump will cut out Transfer Pump
l) Check the quantity of gas oil delivered to the storage tanks, automatically when the level in the tank activates the high level
agree the delivery quantity with the supplier and sign the stop switch. Gas oil may be transferred to the gas oil service tanks using the HFO transfer
receipt. Complete the Oil Record Book with details of the pump. The procedure is similar to that for transferring gas oil using the gas
bunkering. g) The pump must be operated in manual mode when filling the oil transfer pump except that the crossover valves F10V and F11V must be
IGG service tank or the emergency generator engine service open between the two pumps. The HFO transfer pump suction valves from
tank. The generator engine service tank may also be filled with the HFO bunker tanks F5V, the HFO overflow tank F6V, the FO drain tank
Procedure for the Transfer of Gas Oil using the Gas Oil the pump operating in manual mode. Manual operation can be F8V and the low sulphur FO tanks F43V and F46V, must be closed. The HFO
Transfer Pump done locally by switching the selector switch to LOCAL and transfer pump discharge valve F12V must be closed.
then starting and stopping the pump by means of the start and
Gas oil may be transferred to the gas oil service tanks using the gas oil transfer stop pushbuttons. Manual operation may be undertaken from a) Carry out the checks as in the previous procedure to ensure that
pump. The pump may also be used for transferring HFO in an emergency the DCS graphic screen T30-415-01 when the selector switch the tanks have sufficient capacity for the oil to be transferred.
and the HFO pump may be used for transferring gas oil when the gas oil has been put in the remote position. At the graphic screen the
transfer pump is inoperative. pump icon is clicked to call up the faceplate and the START b) Open the selected gas oil storage tank outlet valve and the
and STOP soft keys are pressed in order to start and stop the filling valve(s) for the tank to which oil is to be transferred as
a) Check that there is sufficient gas oil in the gas oil storage pump. The levels in the generator engine and IGG gas oil in the previous procedure.
tank to be used and that the tank to which the gas oil is to be service tanks may be observed from the T30-415-01 graphic
pumped has sufficient capacity. screen. (Note: As the HFO transfer pump is being used there is no automatic stop
facility when filling the generator engine gas oil service tank.)
b) Ensure that the crossover valves to the HFO transfer pump h) When pumping gas oil to the generator gas oil service tank,
F10V and F11V are closed. with the gas oil transfer pump set to automatic mode, the c) Ensure that the HFO transfer pump suction strainer is clean.
valves may be left open. If the other gas oil service tanks
c) Ensure that the gas oil transfer pump suction strainer is clean. are being filled valves must be closed, apart from the pump d) Select REMOTE at the HFO transfer pump local control
suction valve, and the valves then reset for the next pumping selector switch. The pump may be started and stopped locally
d) Open the selected gas oil storage tank suction valve, F27V for operation. by selecting LOCAL and then using the local start and stop
the port tank or F41V for the starboard tank, and the gas oil
pushbuttons.
transfer pump suction valve F32V. i) Complete the Oil Record Book with details of the transfer.
e) At the aft FO storage and transfer system graphic display T30-
e) Open the gas oil transfer pump discharge valve to the tank to (Note: The generator engine gas oil service tank and the IGG gas oil service 415-01, click on the HFO transfer pump icon, then call up the
which gas oil is to be pumped, either F34V for the generator tank may be filled directly from the bunker line. In order to achieve pump faceplate and then click on the START soft key to start the
engine gas oil service tank, F33V for the IGG service tank this the generator engine gas oil service tank filling valve F30V pump. The levels in the gas oil storage tanks and the generator
or F48V for the emergency generator engine gas oil service and IGG gas oil service tank filling valve F25V must be opened engine and IGG service tanks may be observed from the same
tank. as necessary.) graphic screen.
(Note: The system is normally set for pumping to the generator engine
f) When the desired quantity of gas oil has been transferred, stop
service tank, with the pump set to remote and automatic operation
the HFO transfer pump by calling up the pump faceplate and
and automatic operation being selected at the DCS graphic screen
clicking on the STOP soft key.
T30-415-01. In automatic mode the pump will cut out when the level
of the generator engine gas oil tank reaches the upper limit.)
g) Close the crossover valves F10V and F11V and lock them.
(Note: The service tank inlet valve F30V must be open when transferring gas
oil to the IGG service tank. When transferring gas oil to the emergency
generator gas oil service tank, the inlet valve F13V must be open.)
f) When automatic pumping of gas oil to the generator engine

service tank, the gas oil transfer pump must be selected for
remote operation at the main switchboard control selector switch
and for auto mode at the DCS graphic screen T30-415-01. The
pump may be started from the graphic screen by clicking on


Illustration 2.4.2a Boiler Fuel Oil and Fuel Gas System
Near HFO Settling Tank Top To Heavy Fuel
To No. 4 Vent Oil Transfer
232B Extraction Riser F248V Pump
Fans F249V F3V
Low FO HFO
DCS DCS I Control (60m3/min Bunker
LS TS Temperature Trip P
LS Air 2 x 40mmAQ) 1 Tank
TX FI (1,253.3m3)
F459B F285V F284V F222B F242V F220B F241V (P)
F204V
TIAHL F286V Set at 5bar
DCS No.2 Boiler T254V F243V
LS LS
FO Return Pipe
Near 4th Deck HFO
TI T256V T255V T253V F230V
Aft Burner Pneumatic Type F252V Settling
LS LS Fan Damper DCS F250V Tank
Control From
PS 217B (497.1m3)
Air Generator Engine
LS
LS LS Gas LS (P)
PI F273B F225B F223B Atomising Header Gas Oil
From Seal Steam Service Tank
T244V T209V (Section 2.4.3) F203V
Air Fan F214B F214B F211B F208B Control F219V
Boiler
PIAL
LS
Air Fuel Oil
T254V LS LS
DCS LS LS
F207B LS F215V F220V Pumps 1 & 2
Forward F457B (10.4m3/h x DCS
PX T256V T255V T253V F214B F214B LS
27.5bar)
Burner F212B F218V F214V
F217B F211V
LS LS DCS FI I
PX LS
P S
LS TIAHL CI CI F213V FI F212V F206V
TX PAL
DCS Atomising DCS F270V F218B PI F298V DCS
F273B F225B F223B
From Seal Steam F274V 2 1 F210V Control
T244V T209V ESA F205V
Air Fan H DCS PX Air
PIAHL F276V DPX
F272V DCS F207V
PX PS PI
F246V Burner Coaming DCS PI PI
F271V ESA L
F221B F277V F273V DCS TX
To Heavy Fuel F275V DCS F208V
LS F216V F215V TX
Oil Drain Tank TI
F189B (Section 2.4.1) Furnace Furnace LS NG73 DPI
DCS PX F209V
Low Gas F217V
Burner Coaming Furnace Temperature TS NG75 NG74
F189B Furnace Trip PS TX
LS LS T254V
Forward Burner F265V F263V PIAHL PAL
LS PI PX PS TI TI
F259V DCS DCS
F221B Boil Off
T256V T255V T253V PIAHL
From Seal FX ESA H Gas PS No.2 Boiler
DCS F261V
Air Fan
DPX DCS DCS TX From Nitrogen F224V FO Heater F222V
LS HFO
F264V F262V F258V System
F244V LS LS Atomising F260V ESA L PI F201V Settling
LS DCS PX (Section 2.12.2) F194V F190V
Steam TIAHL DCS F202V Tank
T244V T209V DCS TX
PS (497.1m3)
F273B F225B F223B Viscorator (S)
F218B F297V
PI LS
F232V (10.5m3) F251V
LS TI TI
F212B DCS F207B F233V
LS LS T254V F217B DCS FI
No.1 Boiler
PIAL LS LS Control
Aft Burner LS LS
F234V F223V
FO Heater F221V HFO
DCS
T256V T255V T253V Air Bunker
From Seal PI
F214B F214B Gas DPI F1V Tank
Air Fan LS F211B F208B F457B
PX LS LS Header F194V F190V To Heavy Fuel Oil (1,253.3m3)
LS LS Atomising Transfer Pump (Section 2.4.1) (S)
DPX
DCS Steam F227V DCS
PX T244V T209V
F214B F214B F226V
F273B F225B F223B
Key
DPAH
F217B BOILER HOOD 4-TX-52 4-PX-25 F225V
DCS Atomising Steam
TI TIAHL PIAL F229V 4-DPX-3
No.1 Boiler DCS DCS
Heavy Fuel Oil
F232B F228V
Low FO Methane Vapour
TIAHL To FO Heater
Temperature Trip
DCS DCS DCS I Control TI TX TX PX DPI Temperature Nitrogen
LS TS LS P
Air F237V Control
TX Valve Air
FI To Heavy Fuel
F459B F282V F281V F222B F239V F220B F238V Oil Drain Tank Electrical Signal
Fuel Oil Chamber (Section 2.4.1) Instrumentation
F283V F240V


2.4.2 BOILER FUEL OIL AND FUEL GAS SYSTEM At the pump main switchboard control, a selector switch allows the pumps to Each boiler FO supply manifold has a supply regulating valve, which can be
be selected for local or remote operation by turning the switch to the LOCAL bypassed, and a flow meter, which can also be bypassed.
or REMOTE position.
Boiler Fuel Oil Service Pump
Maker: Kosaka Laboratories Ltd For local operation a pump is started and stopped by means of the local start Procedure for Preparing the Boiler Fuel Oil System for
No. of sets: 2 and stop pushbuttons. When a pump is selected for remote control operation Operation from Cold
Type: Horizontal screw the DCS screen T30-452-01 may operate the pump in manual or automatic
mode. The description assumes that the boiler is being flashed up from cold and that
Model: GH-R2T-146 fuel is being taken from the generator engine gas oil service tank. It is assumed
Capacity: 10.4m3/h at 27.5 bar In manual mode the pump is started and stopped by clicking on the pump that the boiler has been shut down with gas oil in the fuel lines. Normally this
icon to call up the pump faceplate and the pump is started by clicking on the is not necessary if steam is available to heat the system, but if the boiler plant
START soft key and stopped by clicking on the STOP soft key. When selected is to be totally shut down and no steam is available a boiler must be flashed up
Boiler Fuel Oil Service Heaters for automatic operation the pump will act as the standby pump cutting in from cold using gas oil. In order to ensure that gas oil can flow readily through
Maker: Aalborg automatically if the duty pump cannot maintain the desired pressure. the fuel oil lines the boiler fuel lines must be purged of HFO by circulating gas
oil before the boiler is shut down.
Type: MX20T Li200
A pump may only be selected as the standby pump if:
a) Check the quantity of gas oil in the generator engine gas oil
• The other pump is already running service tank and replenish if necessary.
Hood Extraction Fan
• Both pumps are selected in remote mode
Maker: Daeyang Electric Co. Ltd
b) Ensure that all instrument and control valves are open and that
No. of sets: 2 • The pump is not tripped
instruments are reading correctly.
Model: LRZ9A/280/450
Capacity: 60m3/min x 40mmWG The remotely controlled valves in the system are operated from the DCS c) Ensure that there is control air available at the pressure
screen by clicking on the valve icon to bring up the valve faceplate and then regulating valves and an electrical supply at the viscorator.
Motor: 1.54kW
clicking on the OPEN soft key to open the valve, or the CLOSE soft key to
close the valve. d) Set the spectacle blank in the boiler FO pump supply branch
pipe from the generator engine gas oil service tank so that the
Introduction The operation of the DCS control is given in more detail in the Distributed line is open.
Control System Operation Guide and section 3.1 Distributed Control System.
The boilers can operate on both liquid fuel oil and gaseous fuel from the cargo
e) Set the manually operated valves as in the following table.
tank’s boil-off. The quantity of gaseous fuel used depends upon the cargo
Heavy fuel oil is taken from the operating HFO settling tank and flows to the
tank boil-off rate and so HFO will always be available to supplement the gas.
boiler FO service pump suction via a duplex filter and flow meter. The boiler Position Description Valve
Depending upon circumstances it may be necessary to operate with 100% HFO
FO service pumps also taken suction from the FO return pipe as the pumps
at times. The burner management system is described in section 3.3.3. Closed Port HFO settling tank quick-closing outlet valve F203V
deliver more HFO than the boilers require, the excess being returned to the
FO return pipe and hence back into the FO circulation system. The boiler FO Closed Starboard HFO settling tank quick-closing outlet F201V
Each boiler is fitted with two burners, a forward burner and an aft burner.
service pumps force the HFO through one of the two steam FO heaters and a
These burners contain two nozzles, one that burns HFO and one that burns Closed Port HFO bunker tank quick-closing outlet valve F3V
discharge filter.
gas. Each boiler can be treated as a separate item in terms of fuel supply
Closed Starboard HFO bunker tank quick-closing outlet valve F1V
and each nozzle may also be operated separately, one on gaseous fuel and
A viscorator located after the discharge filter regulates the steam supply to the
the other on HFO. Closed Starboard bunker and settling tank crossover valve F202V
FO heaters in order to maintain the desired HFO viscosity. The heated HFO
is delivered to the boiler FO manifolds from the FO chamber located after Closed Port bunker and settling tank crossover valve F204V
The Fuel Oil System the viscorator. The two boilers have separate supply manifolds, but these are Open Supply from the generator gas oil service tank F206V/F207V
connected at the outlets from the manifold pressure regulating valves, with the
Heavy fuel oil is taken from the HFO settling tanks, but it may also be taken common outlet from these valves taking oil to the FO return pipe and back to Closed Boiler FO pump line suction valve from HFO tanks F205V
directly from the bunker tanks should that be necessary. There are two boiler the pump suction. Open Flow meter inlet valve F210V
FO service pumps and in normal circumstances only one needs to be operating.
A fuel oil recirculating line is also provided at the manifold to allow for Open Flow meter outlet valve F211V
The pumps may be operated locally or from the DCS system via graphic screen
display T30-452-01 BOILER FUEL OIL SERVICE. warming through of the fuel system. If the recirculating valves F244V or Closed Flow meter bypass valve F212V
F246V are open then the inlet valve to the operating HFO settling tank F251V
Open No.1 boiler FO pump suction valve F213V
(starboard tank) or F252V (port tank) must also be open.


Fans F249V F3V
Low FO HFO
TX FI (1,253.3m3)
F204V
LS
LS FO Return Pipe
Near 4th Deck HFO
F230V
TI Aft Burner T256V T255V T253V
Pneumatic Type F252V Settling
Control From
PS 217B (497.1m3)
LS
LS LS Gas LS (P)
T244V T209V (Section 2.4.3) F203V
Boiler
PIAL
LS
Air Fuel Oil
T254V LS LS
DCS LS LS
27.5bar)
F217B F211V
LS LS DCS FI I
PX LS
P S
TX PAL
F273B F225B F223B
PIAHL F276V DPX
F272V DCS F207V
PX PS PI
F271V ESA L
LS F216V F215V TX
Oil Drain Tank TI
DCS PX F209V
Low Gas F217V
LS LS T254V
Forward Burner F265V F263V PIAHL
PX
PAL
TI TI
LS PI DCS DCS PS
F259V
F221B Boil Off
PIAHL
From Seal
T256V T255V T253V FX ESA H Gas PS No.2 Boiler
DCS F261V
DPX DCS DCS TX From Nitrogen FO Heater
Air Fan LS F224V F222V HFO
F244V LS LS Atomising F260V ESA L DCS PX PI F201V Settling
LS (Section 2.12.2) F194V F190V
Steam TIAHL
TX DCS F202V Tank
T244V T209V DCS
PS (497.1m3)
F218B F297V
PI LS
F232V (10.5m3) F251V
LS TI TI
No.1 Boiler
PIAL LS LS
Aft Burner LS Control LS
F234V F223V
FO Heater F221V HFO
DCS
From Seal PI
DPX
DCS Steam F227V DCS
PX T244V T209V F226V
F273B F225B F223B
F214B F214B Key
DPAH
DCS Atomising Steam
No.1 Boiler DCS DCS
Heavy Fuel Oil
F232B F228V
TIAHL To FO Heater
Temperature Trip
LS TS LS P
Air F237V Control
TX Valve Air
FI To Heavy Fuel
F283V F240V


Position Description Valve Position Description Valve a) When the desired pressure is achieved burning gas oil stop
Open No.1 boiler FO pump discharge valve F215V firing the boiler and stop the boiler FO pumps.
Closed FO supply control valve bypass valve F243V
Open No.2 boiler FO pump suction valve F214V Open Flow meter inlet valve F404V b) Change the system valves as in the following table. Most valves
Open No.2 boiler FO pump discharge valve F216V Open Flow meter outlet valve F405V will remain in the same position as given in the procedure for
raising steam from cold and so only the valve changes are
Open Pressure regulating valve inlet valve F218V Closed Flow meter bypass valve F406V listed.
Open Pressure regulating valve outlet valve F219V Closed Line recirculation valve back to settling tank F246V
Closed Pressure regulating valve bypass valve F220V Open Boiler burner FO supply valves F273B Position Description Valve
Open No.1 boiler FO heater inlet valve F221V Open Boiler FO supply system return valves F189B Open Port HFO settling tank quick-closing outlet valve F203V
Open No.1 boiler FO heater outlet valve F223V Closed Supply from the generator gas oil service tank F206V/F207V
Open No.2 boiler FO heater inlet valve F222V f) Select both boiler FO pumps for remote mode at their local Open Boiler FO pump suction from HFO tanks F205V
selector switches. Open Return line valve to HFO tanks F248V
Open No.2 boiler FO heater outlet valve F224V
Closed Boiler FO heater bypass valve F225V g) At the DCS screen T30-452-01 start one of the boiler FO pumps
c) Start the duty boiler FO pump manually from the DCS screen
manually. Gas oil from the generator engine gas oil tank will be
Open Viscorator inlet valve F232V and circulate heated HFO from the port HFO setting tank. Gas
circulated around the system and recirculated back to the pump
oil in the pump and heater system will flow to the port HFO
Open Viscorator outlet valve F233V suction via valve F237V and the FO return pipe. Select the
settling tank via valve F248V and the open tank filling valve.
Closed Viscorator bypass valve F234V other pump in automatic mode at the DCS screen. This pump
The amount of gas oil is small compared with the amount of
will now act as the standby pump and will cut in automatically
Open Recirculation line valve F237V HFO in the tank and so the dilution effect is negligible.
should the duty pump fail to maintain the desired fuel system
Closed Line return valve to HFO tanks F248V pressure.
d) Gradually supply steam, initially under manual control, to
Open Inlet valve to port HFO settling tank F252V the boiler FO heaters. As the viscorator output steadies, the
The FO return pipe overflows to one of the HFO settling tanks and the inlet
temperature control may be placed in automatic mode..
Closed Inlet valve to starboard HFO settling tank F251V valve to the HFO tank which is in use or to be used must be open. In this case
it will be the port tank which is to be used for supplying HFO to the boiler and
Open FO return pipe pressure release regulating valve F230V e) The boiler fuel oil lines may be purged when the boiler FO
so the inlet valve F252V to that tank must be open. When the boiler control
pump and heater system is being circulated with hot HFO.
Operational FO return pipe pressure release valve F250V system is actuated in order to commence firing on gas oil, the controlled valves
When the boiler control is activated to initiate the flashing
in the FO supply pipes F220B will open and gas oil will flow to the burner
procedure, the valves F220B and F221B will be opened and
supply line, allowing the boiler to be flashed.
No.1 Main Boiler Fuel Oil System heated HFO will flow to the boiler burners. The gas oil in the
lines will be displaced to the operating HFO settling tank.
Open FO supply control valve inlet valve F238V Operation of the burner control system is described in section 3.3.3.
Manufacturer’s instructions regarding the procedure for raising steam from
Open FO supply control valve outlet valve F239V f) When the entire boiler fuel supply system is at the same
cold must be followed precisely.
temperature, the line return valve F248V to the HFO tanks can
Closed FO supply control valve bypass valve F240V
be closed and the boiler may be flashed up on HFO. Atomising
When the boiler has raised steam to sufficient pressure using gas oil, heating
Open Flow meter inlet valve F401V air must be used initially in order to ensure that all gas oil
steam will be available for tank heating, steam trace heating and for the boiler
has been burned. The change to atomising steam can be made
Open Flow meter outlet valve F402V FO heaters. Heavy fuel oil in the settling and bunker tanks must be heated to
when only HFO is reaching the burners.
Closed Flow meter bypass valve F403V the correct temperature to allow for pumping.
Closed Line recirculation valve back to settling tank F244V g) Replace the spectacle blank in the supply line from the generator
WARNING
engine gas oil tank which is located between valves F206V and
Open Boiler burner fuel oil supply valve F273B When using gas oil as the fuel, only atomising air must be used.
F207V.
Open Boiler fuel oil supply system return valve F189B
Procedure for Changing the Boiler Fuel Oil Supply System h) When gas burning commences the burning of fuel oil is reduced
from Gas Oil to Heavy Fuel Oil and may be shut off completely if sufficient gas is available. In
No.2 Main Boiler Fuel Oil System the event of loss of gas during dual firing or 100% gas firing
The description assumes that HFO will be taken from the port HFO settling there is automatic changeover to oil firing. For this reason the
Open FO supply control valve inlet valve F241V
tank and overflow/returns will pass back to that tank. HFO system must be kept in a warmed through condition.
Open FO supply control valve outlet valve F242V


Fans F249V F3V
Low FO HFO
TX FI (1,253.3m3)
F204V
LS LS
FO Return Pipe
Near 4th Deck HFO
TI T256V T255V T253V F230V
Control From
PS 217B (497.1m3)
LS
LS LS Gas LS (P)
T244V T209V (Section 2.4.3) F203V
Boiler
PIAL
LS
Air Fuel Oil
T254V LS LS
DCS LS LS
27.5bar)
F217B F211V
LS LS DCS FI I
PX LS
P S
TX PAL
F273B F225B F223B
PIAHL F276V DPX
F272V DCS F207V
PX PS PI
F271V ESA L
LS F216V F215V TX
Oil Drain Tank TI
DCS PX F209V
Low Gas F217V
LS LS T254V
LS PI PX PS TI TI
F259V DCS DCS
F221B Boil Off
DCS F261V
Air Fan
LS HFO
T244V T209V DCS TX
PS (497.1m3)
F218B F297V
PI LS
F232V (10.5m3) F251V
LS TI TI
No.1 Boiler
PIAL LS LS Control
Aft Burner LS LS
F234V F223V
FO Heater F221V HFO
DCS
From Seal PI
DPX
DCS Steam F227V DCS
PX T244V T209V
F214B F214B F226V
F273B F225B F223B
Key
DPAH
DCS Atomising Steam
No.1 Boiler DCS DCS
Heavy Fuel Oil
F232B F228V
TIAHL To FO Heater
Temperature Trip
LS TS LS P
Air F237V Control
TX Valve Air
FI To Heavy Fuel
F283V F240V


Changeover from Heavy Fuel Oil Operation to Gas Oil Procedure for Changing from Heavy Fuel Oil Firing to Gas Oil k) Stop the pump when all of the HFO has been displaced, to the
Operation Firing after the Boilers have been Shut Down FO settling tank. A reasonable guide to this is when the return
pipe to the HFO settling tank falls in temperature, indicating
In the event of the vessel being in port for a prolonged period with the steam If a boiler has been shut down the fuel system may be purged of HFO by that cold gas oil is flowing.
system shut down, it will be necessary to change the boiler fuel oil system pumping gas oil in and forcing the HFO out. Steam should still be available
over from heavy fuel oil operation to gas oil operation. This ensures that all for trace heating and the FO heaters so that the HFO viscosity is low enough l) Close all system valves and switch off all power to the pumps.
the fuel pipes contain gas oil, which can be readily used to start the boiler to allow for pumping,
without using atomising steam. This is carried out whilst the boilers are still Some HFO will be left in the branch pipes to the burners but this cannot be
being fired and the HFO in the lines can be replaced with gas oil. a) Ensure that there is sufficient gas oil in the generator engine removed by a circulation system, only a change to gas oil whilst the burners are
gas oil service tank for the operation of the generator engines in service will ensure that the entire fuel system is filled with gas oil.
and the boiler. If necessary replenish the generator engine gas
Procedure for Changing from Heavy Fuel Oil Firing to Gas Oil oil service tank.
Firing whilst the Boilers are still Operating Boil-Off Gas System
b) Change the spectacle blank between the gas oil supply line Terms Used
a) Ensure that there is sufficient gas oil in the generator engine valves F206V and F207V so that the line will be open when NBO - Natural boil-off.
gas oil service tank for the operation of the generator engines the valves are opened.
and the boiler. If necessary replenish the generator engine gas Estim NBO - Term used to describe the estimated natural boil-off available for
oil service tank. c) Open the gas oil supply valves F206V and F207V and close combustion. This is reduced automatically to 10% in manoeuvring mode.
the HFO supply valve F205V.
b) Change the atomising system from steam atomising to air FBO - Forced Boil-Off, using the forcing vaporiser, gas is generated to meet
atomising. d) Open the operating HFO settling tank inlet valve F252V for the combustion demand, if permitted by the charterer. When entering a figure
the port tank or valve F251V for the starboard tank. Before the for FBO Avail, the operator is giving a set point for the forcing vaporiser flow
c) Change the spectacle blank between the gas oil supply line procedure is commenced a check must be made to ensure that controller and informing the combustion control how much gas should be
valve F206V and F207V so that the line will be open when the the selected HFO settling tank has sufficient capacity to receive available from the forcing vaporiser for combustion.
valves are opened. the HFO displaced from the pipe system.
Gauge and Absolute Gas Pressure - Moss ships control by gauge pressure on
d) Open the gas oil supply valve F206V and then slowly open the e) Open the system return line valves F244V and F246V. ballast passage and absolute pressure when loaded. This ballast and loaded
gas oil supply valve F207V, whilst at the same time closing the control is selected by a soft key on the DCS graphic screen T30-452-12 DUMP
HFO supply valve F205V. f) Manually start one of the boiler FO service pumps either from AND GAS BURNING LIMIT CONTROL. The ballast condition control
the local position or the DCS screen T30-452-02. Allow the circuit takes in to account the spraying operations to maintain the cargo tank
e) Shut off steam from the fuel oil heaters and the trace heating pump to operate and draw gas oil from the generator gas oil equatorial ring temperature.
lines. service tank.
Dual Firing - Combined fuel oil and gas burning.
f) Heavy fuel in the boiler burner supply system will gradually be g) When the pump and its inlet and outlet lines are completely
used whilst firing the boilers and this will be replaced by gas filled with gas oil, stop the pump and start the other pump. 100% Gas Firing - FO burner valves closed.
oil. Keep a check on the system temperature to ensure that the
temperature does not fall too quickly whilst there is still HFO h) Shut off the trace heating and steam supply to the FO heaters 100% Oil Firing - Gas valves closed.
in the pipelines. Both boiler FO service pumps will have to be and turn off the viscorator.
operated during this procedure in order to ensure that the HFO
is replaced in all parts of the system. i) Allow the second pump to operate and pump gas oil into the Gas and Combustion Control
system. The gas oil will displace the HFO which will flow to The fuel demand signal is fed to both the fuel oil control loop and the fuel gas
g) When the HFO has been completely replaced by gas oil the the selected HFO settling tank. control loop, irrespective of the mode in use. Within the control, NBO can be
burners may be shut down when the boilers are not required. set manually or automatically.
j) Only leave the boiler FO service pump operating long enough
to displace all HFO from the system to the HFO settling tank. If If the NBO is being set manually, the values relate to the operator’s wish to
the pump is left running for a prolonged period large quantities achieve a certain ratio of gas to fuel oil whilst dual firing and is set according
of gas oil will be pumped to the HFO settling tank. to the expected boil-off rate.


Fans F249V F3V
Low FO HFO
TX FI (1,253.3m3)
F204V
LS LS
FO Return Pipe
Near 4th Deck HFO
TI T256V T255V T253V F230V
Control From
PS 217B (497.1m3)
LS
LS LS Gas LS (P)
T244V T209V (Section 2.4.3) F203V
Boiler
PIAL
LS
Air Fuel Oil
T254V LS LS
DCS LS LS
27.5bar)
F217B F211V
LS LS DCS FI I
PX LS
P S
TX PAL
F273B F225B F223B
PIAHL F276V DPX
F272V DCS F207V
PX PS PI
F271V ESA L
LS F216V F215V TX
Oil Drain Tank TI
DCS PX F209V
Low Gas F217V
LS LS T254V
LS PI PX PS TI TI
F259V DCS DCS
F221B Boil Off
DCS F261V
Air Fan
LS HFO
T244V T209V DCS TX
PS (497.1m3)
F218B F297V
PI LS
F232V (10.5m3) F251V
LS TI TI
No.1 Boiler
PIAL LS LS Control
Aft Burner LS LS
F234V F223V
FO Heater F221V HFO
DCS
From Seal PI
DPX
DCS Steam F227V DCS
PX T244V T209V
F214B F214B F226V
F273B F225B F223B
Key
DPAH
DCS Atomising Steam
No.1 Boiler DCS DCS
Heavy Fuel Oil
F232B F228V
TIAHL To FO Heater
Temperature Trip
LS TS LS P
Air F237V Control
TX Valve Air
FI To Heavy Fuel
F283V F240V


The boil-off gas supply system to the boiler burners is shown on the DCS Preparing the Boiler Gas Supply System for Operation • Loss of authorisation to burn gas from the wheelhouse or CCR
graphic screen T30-451-01 COMBUSTION GAS SUPPLY. Two low duty The following inhibits/trips have to be cleared before the Master Gas Valve • Engine room exhaust vent fan failure
compressors are fitted to increase flow and the extraction fan above the boiler (MGV) will open:
hood must be operating. • Release of the CO2 fire fighting system
• Gas firing authorisation from the wheelhouse and the central
• Blackout
The gas compressors may be selected for operation from the DCS screen T30- control room
451-01 and one will normally be operating. Both compressors must be selected • Gas valves on both boilers closed
for remote operation at their local selector switch. The MGV will take 30 seconds to move from fully open to the fully closed
• N2 purge valves closed position. When the valve starts to move away from the fully open position,
They may also be selected as OFF or for local operation. When selected for • At least one boiler not tripped it activates an open proximity switch which is designed to allow the boiler
remote operation the low duty gas compressors may be started manually from management system to start the fuel oil burners before the gas fires are
• Fuel valve open on at least one boiler extinguished.
the DCS screen.
• Fuel oil firing on boiler(s) in use
The remotely operated valves in the system are controlled from their faceplates, When burning 100% gas, the burners will change over to dual firing if any of
• No gas detection trip in engine room (vent duct or boiler gas the following conditions occur:
which are called up by clicking on the valve icon on the DCS screen. The valve
hood)
is opened or closed from the faceplate by clicking on the OPEN or CLOSE • The plant goes to manoeuvring mode
soft key. • Gas temperature not low low
• The LD compressor stops/trips
• Gas hood vent fan running
The DCS screen displays system information including temperatures, pressures • If one gas burner fails
and the status of the heater isolating valves and the master gas valve. These • Engine exhaust vent fan running
• The vapour head pressure is low
valves may be tripped from the DCS screen by clicking on the trip icon. • Boil-off gas heater drain level not high
• High differential pressure between actual gas flow and the
• No MGV manual trip operated controller set point
(Note: If the boilers trip during gas burning, an N2 purge of the gas lines
will not occur. This prevents blowing the gas in the lines into the hot • Fire detection system alarm • One boiler trips, as a result the FO recirculation valve closes, 5
furnace.) seconds later No.1 FO burner fires and 20 seconds later No.2
• Gas pressure not high high
burner lights
Boil-Off Gas Management and Vapour Header Vent Valve Control
Opening and closing of the MGV is by operator request to start the first gas
Observe all company regulations regarding operation of the boilers using gas.
The vapour header vent valve receives its signal from a flow controller, the set fire, commanded from the DCS screen T30-452-04 PORT BOILER BURNER
Ensure that gas is available and check that the gas supply system is operational.
point of which varies depending on the following: MANAGEMENT. The MGV can be closed by a trip from the MGV safety
Check with the bridge and obtain permission to use gas.
system, from loss of gas firing authorisation from the wheelhouse/central
• Gas available, as indicated by the NBO
control room or by cessation of gas firing on both boilers.
a) Check that all the control and safety devices are operational and
• Vapour header pressure
that all the instruments are functioning correctly.
• Boiler load available (Note: Loss of the FULL OPEN limit switch signal on the MGV will assume
that the MGV is closing and will initiate a transfer to FO firing.)
b) Set the manual system valves as in the following table:
The system is intended to maintain the gas pressure between the HIGH SET The following trips will cause the MGV to close:
NBO and the LOW SET NBO. In the event of a low gas pressure, it will reduce Position Description Valve
the steam dumping and the gas to the boilers. If the gas pressure is high, it will • Gas temperature low low
No.1 Low Duty Compressor
increase the steam dumping and the gas to the boilers. • Gas detected in the boiler gas hood
Open Compressor outlet line valve No.1 CG903
• Gas detected in the vent duct
On loaded passage it is necessary to adjust the high and low set NBO mbar Open Compressor outlet line valve No.2 CG921
settings to maintain the charter cargo temperatures. In practice, on the loaded • Boil-off gas heater condensate level high
passage, there will invariably be insufficient gas and the concern will be to
• Gas duct exhaust system failure. This is sensed using a phase
ensure that the vapour pressure is maintained. No.2 Low Duty Compressor
angle monitor on the fan motors
• Gas pressure high high Open Compressor outlet line valve No.1 CG906
During slow steaming, manoeuvring or periods when the vessel is stopped the
steam dump should be capable of managing the vapour/NBO before the vapour • Gas pressure low low Open Compressor outlet line valve No.2 CG922
vent valve is required to open. Open High duty heater inlet valve CG920
• Manual request for closure of the MGV


Position Description Valve j) When gas burning commences the burning of fuel oil is reduced
Open High duty heater outlet valve CG916 and may be shut off completely if sufficient gas is available. In
the event of loss of gas during dual firing or 100% gas firing
Open Crossover outlet valve between high and there is automatic changeover to oil firing. For this reason the
low duty heaters CG914 HFO system is kept in the warmed through condition.
Open Heated gas inlet valve to burner system CG917
The LD compressor now needs to be started to ensure a constant pressure of
gas to the engine room system.
These manually operated valves would normally be open unless a compressor
or heater was isolated for repair. k) Click on the DCS screens T30-428-01 NO.1 LD COMPRESSOR
and T30-428-02 NO.2 LD COMPRESSOR and click on
Assuming the port boiler is being prepared for gas burning (followed by the the RESET key to reset any alarms which occurred during
starboard boiler). shutdown of both compressors.
(Note: If the port boiler fails to fire on gas after a shutdown, the starboard l) Select the M icon and double click to start the compressor
boiler will need to be shut down and purged to allow the port boiler to motor.
be reset for gas firing.)
m) The compressor was shutdown in manual mode, so click on
c) With gas available to the system, select DCS screen T30-452- the L/D master icon and on the resulting faceplate, change the
04 PORT BOILER BURNER MANAGEMENT for automatic MAN to AUTO to change over automatic control.
operation of the system from the burner management system.
The gas/FO ratio is now increased in increments of 5% by increasing the
d) Click on the key RESET GAS FIRING and click the ON key. Estimated Natural Boil-Off (ESTIM NBO).
A nitrogen pre-purge will operate to ensure that there are no
pockets of gas in the burner system. n) This can be controlled via the DCS screen T30-452-13 BOILER
OVERVIEW, by clicking on the NBO SELECT icon and
e) Once the purge has been completed click on the gas burner body clicking on MAN. The ESTIM NBO % can then be increased
and the burner will operate. This can be observed via the DCS gradually until a minimum FO consumption of 400kg/h is
screen T30-452-13 BOILER OVERVIEW, which shows the achieved.
burner flames.
As gas demand increases, the LD compressor control loop will open the guide
f) The starboard boiler is prepared for gas burning in a similar vanes up to 50%, the optimum vane position for responsive control, thereafter
way, except the purge sequence has already been carried out it will increase the speed of the compressor to meet the gas demand.
when preparing the port boiler.
(Note: Below a minimum FO consumption of 400kg/h the FO control will not
g) Select DCS screen T30-452-03 STARBOARD BOILER increase the FO to respond the any increase in boiler load.)
BURNER MANAGEMENT for automatic operation of the
system from the burner management system. o) When the burning of gas ends, the automatic nitrogen purge
system operates. This replaces the combustible gas in the
h) Click on the key RESET GAS FIRING and click the ON key. pipework from the master gas valve to the burners with an inert
This time nitrogen pre-purge will not operate. gas.
i) Click on the gas burner body and the burner will operate. This
can be observed via the DCS screen T30-452-13 BOILER
OVERVIEW, which shows the burner flames.
(Note: Allow approximately 3 minutes for the combustion system to settle

before starting the 2nd gas burner.)


Illustration 2.4.3a Generator Engine Fuel Oil System
GENERATOR ENGINE
Near GE GO Tank Top
PI CI Generator Engine
Finned Gas Oil
2 Tube Service Tank
F119V Pipe (49.1m3)
F120V
Gas Oil Feed Pumps High Pressure Near 2nd Deck
(2.96m3 x 4kg/cm2) Pipe Cylinder 1 Cylinder 8
For On/Off F101V

PI CI
Valve F105F Fuel Oil
Pressure
1 DCS
PIAL Pump PIAL
F118V F117V DCS MC
F102V
PS PS PX To Boiler Fuel Oil

Pump Suction
(Section 2.4.2)
LAH F112V DCS

F103V
22
F105V FI
From Control Air S FI
DCS
System
(Section 2.9.1) F104V
Fuel Oil Filters
Fuel Leakage
Alarm
F106V
To Fuel Oil Drain Tank

(Section 2.4.1)
Key
Gas Oil
Air
Electrical Signal
Instrumentation


2.4.3 GENERATOR ENGINE FUEL OIL SYSTEM Position Description Valves
Open Generator engine No.2 gas oil pump inlet valve F119V
The diesel generator engine runs on gas oil which is supplied from the
generator engine gas oil service tank. The gas oil flows from the service tank Open Generator engine No.2 gas oil pump outlet valve F120V
to the generator engine fuel pumps by gravity, after passing though a duplex
filter and flow meter.
c) Operate the generator engine as required and replenish the
generator engine gas oil service tank when necessary.
The generator engine has its own engine driven fuel oil feed pump which
maintains the engine’s fuel rail supplied with gas oil. The fuel feed pump
supplies excess fuel in order to ensure that the fuel rail, which supplies the
fuel injection pumps, is maintained under a slight pressure at all times. The
excess fuel flows to the gas oil return pipe and then back to the engine feed
pump suction line.
The gas oil return pipe overflows to the generator engine gas oil service
tank.
Leakage from the generator engine fuel system flows to the FO drain tank.
The generator engine gas oil service tank can also supply the boiler FO pumps
should it be necessary to operate the boilers on gas oil.
The generator engine fuel supply system is manual and has no link with
the DCS.
Procedure for Operating the Generator Engine Gas Oil

System
a) Check that there is sufficient fuel in the generator engine gas

oil service tank and replenish if necessary using the procedure
described in section 2.4.1.
b) Set the system valves as in the following table:
Position Description Valves

Open Generator engine gas oil service tank
quick-closing outlet valve F101V
Open Duplex filter inlet valve F102V
Open Flow meter inlet valve F103V
Open Flow meter outlet valve F104V
Closed Flow meter bypass valve F105V
Open Generator engine fuel oil inlet valve F106V
Open Generator engine fuel oil outlet valve F112V
Open Generator engine No.1 gas oil pump inlet valve F117V
Open Generator engine No.1 gas oil pump outlet valve F118V


Illustration 2.4.4a Incinerator Waste Oil System From From
Incinerator Waste Oil B48V
Key Service Pump (2.6.1a) Incinerator Waste Oil
(2.4.4a) Settling Tank
Gas Oil (3.0m3)
LS
LAH
Steam Tracing MV1.2 MV1.1 TC2 DCS
Waste Oil (Bilge System) Incinerator
F311V
EJ Gas Oil
Compressed Air Service Tank
(2.0m3)
Instrumentation RD LAL
PS1 PS2 LS
DCS
Electrical Signal F315V
VH BK
Condensate Primary F309V
Waste Oil To F312V
Burner TC1
Burner Gas Oil T501V
Desuperheated Steam ST1 Storage
Tanks To
T424V
(2.4.1a) HFO
From
Drain Tank
B Fuel Oil
To
CP1 Drain Tank
M1 PI Engine Room
Drain Cooler
RV1 From (2.1.6a)
MS1 6 bar Steam
Primary System
IL
Combustion Secondary (2.1.5a)
Combustion PU1
Chamber
POV2 Chamber
POV IL1 TS L
CP2
MS3
Incinerator FNV1
TS H
POV1 (500,000 Kcal/h) F308V Incinerator Waste Oil
Service Tank
(3.0m3)
C5 F316V F313V
PI PU5 CI LS L
RV3
LS H
LS
PU3 M3 From F304V
PS3
PI TR Fuel Oil (26m3/h x 0.4 bar)
TV3
MV8 MV7 Drain Tank
F1 F314V
F305V
MV4
From
F306V
GS Air
317V
System (2.9.2a)
307V
T502V
NO. DESCRIPTION NO. DESCRIPTION NO. DESCRIPTION NO. DESCRIPTION

B Waste Oil Burner M1 Pressure Gauge For ST1 POV2 Sludge Valve Air Operated STR Steam Strainer
T455V To
BK Mixing Chamber M3 Pressure Gauge For TR PS2 Pressure Control For Combustion Chamber TC1 Thermocouple Engine Room
C5 Ash Door Blocking MS1 Microswitch (Feeding Door) PS3 Pressure Control For Atomising Air TC2 Thermocouple Drain Cooler
CP1 Incinerator Control Panel MS3 Microswitch (Ash Door) PS1 Pressure Control For Cooling Fan TCV Thermo Control Valve (2.1.6a)
CP2 Waste Oil Tank Control Panel MV1.1 Solenoid Valve (DO) PU3 Waste Oil Dosing Pump TM Thermometer From
EJ Expansion Joint MV1.2 Solenoid Valve (DO) PU1 Diesel Oil Pump TR Pressure Regulator 6 bar Steam
F1 Waste Oil Strainer MV4 Solenoid Valve (Air) PU5 Mill Pump TS Thermostat System Overflow To
IL Feeding Door MV7 Solenoid Valve (WO) RD Regulating Damper TV3 3-Way Test Cock (2.1.5a) Oily Bilge
IL1 Ash Door MV8 Solenoid Valve (WO) RV1 Reduction Valve VH Primary Blower Tank
LG Lever Gauge POV Feeding Door Blocking RV3 Pressure Valve
LS Lever Switch POV1 Sludge Valve Air Operated ST1 Primary Burner Incinerator


2.4.4 INCINERATOR WASTE OIL SYSTEM Procedure for Filling the Incinerator Gas Oil Service Tank d) When the desired quantity of waste oil has been transferred to
the incinerator waste oil settling tank stop the waste oil transfer
a) Check the quantity of gas oil in the incinerator gas oil service pump. The incinerator waste oil settling tank overflows to the
Waste Oil Transfer Pump
tank and determine how much gas oil needs to be transferred. oily bilge tank.
Maker: Naniwa Pump Manufacturing Co. Ltd.
No. of sets: 1 b) Ensure that there is sufficient gas oil in the generator gas oil The waste oil pump will stop if the level switch in the oily bilge tank
Type: Vertical reciprocating service tank; replenish the tank if necessary. signals a low level.
Model: 2VP-10
c) Open the generator engine gas oil service tank quick-closing (Note: If the contents of the LO sludge tank are to be transferred to the
Capacity: 10m3/h at 4.0 bar outlet valve to the incinerator gas oil service pump F29V. incinerator waste oil settling tank the procedure is the same except
that the suction valve from the oily bilge tank must be closed and the
Incinerator Mill Pump d) Open the incinerator gas oil service pump inlet and outlet suction valves from the LO sludge tank opened.)
valves F37V and F39V.
Capacity: 26m3/h at 0.4 bar
e) Open the incinerator gas oil service tank inlet valve F302V.
Procedure for Transferring Waste Lubricating Oil to the
Incinerator Waste Oil Settling Tank
Introduction f) Start the incinerator gas oil service pump and transfer the
desired quantity of gas oil to the incinerator gas oil service Waste lubricating oil from the LO drain tank, main LO sump tank, generator
The incinerator burns gas oil in order to raise the temperature of the incinerator engine LO sump tanks and the LO settling tank, may be transferred to the
tank. When the desired quantity has been transferred stop the
furnace to assist in the combustion of solid garbage and waste oil. The incinerator waste oil settling tank if required by means of the LO transfer
pump, close the valves and record details of the transfer in
incinerator gas oil service tank is replenished from the generator engine gas pump.
the Oil Record Book.
oil service tank by the incinerator gas oil service pump.
The description below assumes that waste lubricating oil is being transferred
The incinerator gas oil service pump is operated in local mode and may be Procedure for Transferring Waste Oil to the Incinerator Waste from the LO drain tank.
started and stopped locally by pressing the START and STOP pushbuttons. Oil Settling Tank
The pump operation may be observed at the DCS graphic screen T30-415-03 a) Check the quantity of oil in the incinerator waste oil settling
INCINERATOR, where the incinerator gas oil service tank levels are The description assumes that waste oil is being taken from the oily bilge tank and determine the quantity of waste lubricating oil to be
displayed. The incinerator gas oil service tank is fitted with low and high and the waste oil transfer pump is being used. transferred.
level alarm switches.
a) Check the quantity of waste oil in the waste oil service tank and
The incinerator waste oil settling tank is replenished by the waste oil transfer determine the quantity of waste oil to be transferred.
pump which takes suction from the oily bilge tank and the lubricating oil
sludge tank. The pump is manually started from the local position and the DCS b) Set the valves as in the following table.
only displays its operating status. The LO transfer pump may also be used to
pump old lubricating oil to the waste oil settling tank.
After a period of settling in the waste oil settling tank, with steam heating Open Waste oil transfer pump suction from oily bilge tank B44V
applied if necessary, the tank is sludged using the sludge cock F311V, and Closed Waste oil transfer pump suction from LO sludge tank B45V
the waste oil is allowed to drain by gravity to the incinerator waste oil
service tank. Closed Lubricating oil sludge tank suction valve L115V
Open Waste oil transfer pump discharge valve B46V
Waste oil is supplied to the incinerator by the mill pump. This pump operates
for a time before the incinerator is put to burning the waste oil in order to Open Incinerator waste oil settling tank inlet valve B48V
circulate the incinerator waste oil around the waste oil service tank. This has
the effect of maintaining an even temperature in the waste oil service tank and c) Start the waste oil transfer pump from the local position by
ensures that any water or solids in the waste oil charge are evenly dispersed so pressing the START pushbutton.
that the waste oil will burn effectively.


Illustration 2.4.4a Incinerator Waste Oil System From From
Incinerator Waste Oil B48V
Key Service Pump (2.6.1a) Incinerator Waste Oil
(2.4.4a) Settling Tank
Gas Oil (3.0m3)
LS
LAH
F311V
EJ Gas Oil
(2.0m3)
PS1 PS2 LS
DCS
VH BK
Waste Oil To F312V
Burner TC1
Tanks To
T424V
(2.4.1a) HFO
From
Drain Tank
B Fuel Oil
To
CP1 Drain Tank
M1 PI Engine Room
Drain Cooler
RV1 From (2.1.6a)
MS1 6 bar Steam
Primary System
IL
Combustion Secondary (2.1.5a)
Combustion PU1
Chamber
POV2 Chamber
POV IL1 TS L
CP2
MS3
Incinerator FNV1
TS H
Service Tank
(3.0m3)
C5 F316V F313V
PI PU5 CI LS L
RV3
LS H
LS
PU3 M3 From F304V
PS3
PI TR Fuel Oil (26m3/h x 0.4 bar)
TV3
MV8 MV7 Drain Tank
F1 F314V
F305V
MV4
From
F306V
GS Air
317V
System (2.9.2a)
307V
T502V

T455V To
CP1 Incinerator Control Panel MS3 Microswitch (Ash Door) PS1 Pressure Control For Cooling Fan TCV Thermo Control Valve (2.1.6a)
CP2 Waste Oil Tank Control Panel MV1.1 Solenoid Valve (DO) PU3 Waste Oil Dosing Pump TM Thermometer From
EJ Expansion Joint MV1.2 Solenoid Valve (DO) PU1 Diesel Oil Pump TR Pressure Regulator 6 bar Steam
IL Feeding Door MV7 Solenoid Valve (WO) RD Regulating Damper TV3 3-Way Test Cock (2.1.5a) Oily Bilge


b) Set the valves as in the following table: Procedure for Preparing the Incinerator Waste Oil and Gas
Oil Systems
Open LO transfer pump discharge valve to the bilge shore a) Drain water from the incinerator gas oil service tank by opening
connection L27V the self-closing valve F309V until no water is observed.
Open Incinerator waste oil settling tank inlet valve B48V b) Open the incinerator gas oil service tank quick-closing outlet
Open LO transfer pump suction valve from LO drain tank L50V valve F315V.
Closed LO transfer pump suction valve from main LO sump c) Open the incinerator gas oil inlet valve F316V and return valve
and settling tanks L24V F313V.
Closed LO transfer pump suction valve from generator
turbine LO sumps and settling tanks L22V The incinerator gas oil system is now ready for operation.
Closed LO transfer pump suction valve from diesel
d) Open the incinerator waste oil service tank outlet valve F304V
generator LO sumps and settling tanks L23V
and return valve from the milling pump F308V.
c) At the LO transfer pump local selector select REMOTE e) Start the incinerator milling pump and circulate the contents
mode. The pump may also be operated locally by selecting of the waste oil service tank to ensure thorough mixing and an
the LOCAL mode; the pump is then started and stopped by even temperature.
pressing the START and STOP pushbuttons.
f) Open the waste oil inlet valve to the incinerator F307V and
d) At the LO transfer system DCS graphic screen T30-417-02 waste oil return valve F317V.
LUB OIL TRANSFER SYSTEM, click on the LO transfer
pump icon to bring up the pump faceplate. At the faceplate g) Ensure that the crossover valve between the waste oil and gas
click on the START soft key to start the pump. oil systems F306V is closed.
e) When the desired quantity of waste LO has been transferred h) When the incinerator waste oil service tank is at the correct
to the incinerator waste oil settling tank, stop the LO transfer temperature and the incinerator is ready to burn waste oil, open
pump by calling up the faceplate and clicking on the STOP soft the waste oil supply valve to the incinerator F305V.
key.
The incinerator is now able to burn waste oil.
Procedure for Transferring Waste Oil from the Waste Oil

Settling Tank to the Waste Oil Service Tank
Steam heating is applied to the settling tank in order to assist in the separation
of water from the oil.
a) Open the waste oil settling tank sludge cock F311V and drain
any water present.
b) Open the outlet valve from the waste oil settling tank F312V.
c) When the contents of the waste oil settling tank have drained
to the waste oil service tank, close the outlet valve F312V and
replenish the waste oil settling tank.

2.5 Sea Water Systems
2.5.1 Main Sea Water Circulating System
2.5.2 Auxiliary Sea Water Cooling System (Including Fresh Water Generators)
Illustrations
2.5.1a Main Sea Water Circulating System
2.5.2a Auxiliary Sea Water Cooling System


Illustration 2.5.1a Main Sea Water Circulating System
Upper Deck
From
Inert Gas Generator
Refrigeration Cooler
and Air Dryer Cooler
S21V
(2.10.1a)
TI Key
TI
Auxiliary LS
M Sea Water
Condenser
S11V Electrical Signal
Instrumentation
S27V
S25V
S26V
LS To
Bilge Holding From
LS
Tank Fresh Water
(2.6.1a) System
S12V (2.8.3a) TI TI PAL
DCS DCS DCS
TX TI TX TI PS
Main Condenser From Auxiliary
Sea Water
S18V S17V Cooling System
S16V (2.5.2a)
Sawdust
Set at 3.3bar
S19V Injection
Tank
(100Litre)
LS
55V
LS
S15V From To From

Bilge Main S28V
Sea Water Marine
Spray Pump (For Draining - Using S10V Growth
M
(For Back Flushing) Bilge, Fire and GS Pump) Protection
(5.14a) (2.6.1a) LS System
S30V From
To Marine
Main SW LS Growth
Crossover Pipe Main Sea Water LS Protection
(2.6.1a) Circulating Pump S9V System
From (9,000/4,500m3/h S8V S7V S29V
Marine x 5/8mth) S13V FI
Growth PI PI
Auxiliary Sea Water
Protection Scoop
Circulating Pump
System
(9,000/4,500m3/h Inlet
CI x 5/8mth) CI
FI DCS
S6V S5V 31V
M LS
DCS
LS Starboard
Sea Water Crossover Pipe S1V High Sea Inlet
S32V M S2V Chest
Midship Low
Sea Inlet Chest
Issue:1 Section 2.5.1 - Page 1 of 6


2.5 SEA WATER SYSTEMS The water scoop principle is similar to a fire nozzle in reverse. In the fire System Control
nozzle, water pressure is converted into velocity energy by the nozzle but in
2.5.1 MAIN SEA WATER CIRCULATING SYSTEM the scoop the nozzle is reversed and velocity energy is converted into pressure The main sea water circulating system may operate in automatic mode or
energy. The pressure differential between the inlet and outlet sides of the manual mode. In addition, the system control may be switched to System Off
water scoop system allows sea water to flow through the main condenser to allowing for individual control of equipment. Selection of system modes is
Sea Water Pumps the overboard discharge. The water at the scoop inlet has no absolute velocity made using the soft keys at the top left of screen T30-408-02.
but the scoop system functions because the water has a velocity relative to the
Main Sea Water Circulating Pump scoop due to the speed of the ship. When operating in automatic mode the control system will select the scoop or
pump for operation depending upon the speed of the ship. In manual mode the
Maker: Teikoku Machinery Works The water pressure developed by the scoop system is dependant upon the operator may select Scoop Mode and SW is supplied to the main condenser
No. of sets: 1 speed of the ship through the water and insufficient pressure is produced at from the water scoop, or Pump Mode where SW is supplied by the main SW
Type: Centrifugal speeds below 14 knots. The scoop system is, therefore, only operable when the circulating pump. There must be a continuous supply of SW to the main
Model: 1000VCD-KRm ship is steaming at speeds of 14 knots or above. condenser when changing between pump and scoop modes.
Capacity: 9,000 and 4,500m3/h x 5 and 8mth
Operation of the main sea water circulation system is controlled by the This is achieved by having an overlap on the control of valves and pump. As
Distributed Control System (DCS) and it may be operated in manual or the scoop valve S13V opens to allow water to the condenser from the scoop the
Auxiliary Sea Water Circulating Pump automatic modes. The DCS controls the opening and closing of some system condenser inlet valve S10V from the main SW circulating pump closes. The
valves (others must be operated manually) and the starting and stopping of the pump stops when the condenser inlet valve S10V is closed.
Maker: Teikoku Machinery Works
main and auxiliary SW circulating pumps. Operation of the valves and pumps
No. of sets: 1 is from the main sea water circulating system graphic screen, T30-408-02, and When changing from scoop to pump operation the pump starts supplying
Type: Centrifugal the individual faceplate windows for the valves and pumps concerned. The water before the scoop valve closes. When the condenser inlet valve S10V
Model: 1000VCD-KRLm procedures for operating the valves and pumps via the DCS graphic screen is is 10% open the main SW circulating pump will start and the condenser inlet
Capacity: 9,000 and 4,500m3/h x 5 and 8mth covered in the Distributed Control System Operation Guide at the beginning valve will then continue to operate until it is fully open. Only when the pump
of the Manual. is running and the condenser inlet valve is fully open will the pump mode
indicator be illuminated to show that the system is in pump mode.
Water Scoop System Manual valves in the system must be opened or closed as required in order to
operate a particular item of equipment. Current operating modes are displayed on the screen T30-408-02 by using
Maker: Howaldtswerke - Deutsche Werft AG
different colours on the indicators.
No. of sets: 1 The water scoop has its own sea water suction. The main and auxiliary SW
Capacity: 20,400m3/h circulating pumps take suction from a suction main pipe, which is connected
Automatic Mode
to high and low sea suction chests by means of valves which may be operated
remotely or locally. The sea suction chests are protected by the marine growth To operate automatic mode the interlock loop must be complete.
Introduction protection system (MGPS).
The interlock loop consists of the following preconditions
The main sea water (SW) circulating system supplies cooling sea water to The main condenser inlet from the water scoop has a connection to a sawdust
the main condenser and the auxiliary condenser. Two sea water circulating • The main SW circulating pump must be set to REMOTE and
injection box, which is supplied with water from the main sea water cooling AUTO modes
pumps are provided for circulating sea water, the inboard pump is designated pumps (see section 2.5.2).
as the main SW circulating pump and the outboard pump as the auxiliary SW • The main condenser inlet valve must be set to REMOTE and
circulating pump. Although the main and auxiliary condensers have their own The auxiliary condenser has remotely operated inlet and overboard discharge AUTO modes
dedicated pumps supplying them with cooling sea water, these pumps can be valves. • The main condenser outlet valve must be open
cross-connected by means of valve S9V. This valve allows the main pump
to supply the auxiliary condenser and the auxiliary pump to supply the main The main SW circulating pump can supply the main condenser with all • The scoop valve must be in AUTO
condenser. necessary sea water and the auxiliary SW circulating pump can replace the • Either the high or low sea chest suction valve must be open
main SW circulating pump by supplying sea water to the main and auxiliary
When the ship is steaming at speeds above 14 knots, sea water is normally condensers if necessary. If the interlock loop is broken at any time, an alarm will sound and the system
supplied to the main condenser by means of the scoop system. The inlet side will default to manual mode.
of the system is fitted with a scoop located at the bottom of the vessel facing
forwards. Movement of the ship through the water induces sea water into the
scoop which then flows through the main condenser. The reduced pressure
produced by the scoop outlet increases the flow of water through the system.


Illustration 2.5.1a Main Sea Water Circulating System
Upper Deck
From
Inert Gas Generator
Refrigeration Cooler
and Air Dryer Cooler
S21V
(2.10.1a)
TI Key
TI
Auxiliary LS
M Sea Water
Condenser
S11V Electrical Signal
Instrumentation
S27V
S25V
S26V
LS To
Bilge Holding From
LS
Tank Fresh Water
(2.6.1a) System
S12V (2.8.3a) TI TI PAL
DCS DCS DCS
TX TI TX TI PS
Main Condenser From Auxiliary
Sea Water
S18V S17V Cooling System
S16V (2.5.2a)
Sawdust
Set at 3.3bar
S19V Injection
Tank
(100Litre)
LS
55V
LS
S15V From To From

Bilge Main S28V
Sea Water Marine
Spray Pump (For Draining - Using S10V Growth
M
(For Back Flushing) Bilge, Fire and GS Pump) Protection
(5.14a) (2.6.1a) LS System
S30V From
To Marine
Main SW LS Growth
Crossover Pipe Main Sea Water LS Protection
(2.6.1a) Circulating Pump S9V System
From (9,000/4,500m3/h S8V S7V S29V
Marine x 5/8mth) S13V FI
Growth PI PI
Auxiliary Sea Water
Protection
Circulating Pump Scoop
System
(9,000/4,500m3/h Inlet
CI x 5/8mth) CI
FI DCS
S6V S5V 31V
M LS
DCS
LS Starboard
Sea Water Crossover Pipe S1V High Sea Inlet
S32V M S2V Chest
Midship Low
Sea Inlet Chest


The changeover from pump mode to scoop mode will take place automatically Local Control e) Open the manual main SW circulating pump suction valve S6V
when in auto mode, provided the following conditions are satisfied: All items of equipment associated with the automatic scoop control which can and discharge valve S8V.
• The shaft speed is above 53 rpm be set to local control, can be operated in local mode if required. The main
SW circulating pump and main condenser inlet valve S10V may be operated f) Open the manual auxiliary SW circulating pump suction valve
• The telegraph has been in the AT SEA position for more than 10 S5V and discharge valve S7V. Check that the crossover valve
in local control including the auxiliary SW circulating pump. Operation of any
minutes S9V is closed.
item of equipment in local control mode bypasses DCS control and this may
have an influence on the automatic operation of the system if that item is part
Changeover from scoop mode to pump mode is carried out automatically The valves are now set to allow the main sea water circulating system to
of the interlock loop.
when the following conditions are satisfied: operate.
• The shaft speed falls below 42 rpm When in local control, the auxiliary SW circulating pump and auxiliary
• The telegraph position is changed from the AT SEA position to condenser inlet and outlet valves are operated manually. However, starting and Procedure for Operating the Auxiliary Condenser Sea Water
MANOEUVRING stopping of the auxiliary SW circulating pump involves the operation of the Cooling System
condenser inlet valve before the pump is started and stopped. This is achieved
• Restart following a blackout by clicking on the AUTO START/STOP soft key positioned next to the pump a) Ensure that the sea water cooling system for the auxiliary
symbol in the graphic screen T30-408-02 and selecting START or STOP at the condenser is already flooded and vented and that suction is
Manual Mode faceplate. available at the pump.
Manual mode may be selected at any time, but a change between scoop and Control of the main and auxiliary condenser overboard discharge valves and
pump modes will depend upon the valves and pumps being in their respective b) At the main sea water circulating system graphic display T30-
the high and low sea suction valves is manual at all times. These valves are 408-02, use the trackball to select AUTO operation for the
remote and automatic modes. activated from the ship side valves’ graphics screen, T30-408-04 SHIP SIDE auxiliary SW circulating pump. This will cause the auxiliary
VALVES. They may all be closed in an emergency by selecting the CLOSE condenser inlet valve S11V to be opened before the pump is
A change from pump mode to scoop mode may be selected manually when ALL SHIP SIDE VALVES soft key on the graphic display. Normally only one
the following conditions are met. started.
of the sea suction valves will be open at any time.
• The shaft speed is above 53 rpm. c) Click on the pump symbol in the graphic screen T30-408-02 in
Starting and stopping of the main SW circulating pump may take place order to display the faceplate for the auxiliary SW circulating
• The MANUAL SCOOP AVAILABLE indicator is illuminated
remotely or locally in automatic or manual mode. The mode is selected at the pump. In the faceplate click the LOW SP soft key in order to
on the scoop control graphic screen, T30-408-02.
main sea water circulating system graphic screen, T30-408-02. The pump will start the pump at low speed. If the pump is required to deliver
start or stop as necessary when changing between pump and scoop modes. its full water capacity click on the HIGH SP soft key.
A change from scoop mode to pump mode may be made at any time when
in manual mode.
Preparation for the Operation of the Main Sea Water d) Check that the pump starts and that the auxiliary condenser
If the shaft speed falls below 42 rpm when in scoop mode and manual mode, Circulating System inlet valve opens. Check that sea water is flowing through the
an alarm is activated. auxiliary condenser.
a) Ensure that the high and low sea chests are vented.
If there is a blackout when in manual mode, the system automatically reverts For local operation of the auxiliary SW circulating pump, LOCAL control
to pump mode if it was operating in scoop mode at the time of the blackout. b) Ensure that all the pressure gauge and instrumentation valves is selected at the control switch located near the pump. The pump may be
This enables the system to resume operation in pump mode after the electrical are open and that the instrumentation is reading correctly. started and stopped at the local position. The auxiliary condenser inlet valve
power is restored. will be opened and closed by the control system in response to the starting
c) At the ship side valve graphic screen T30-408-04 use the and stopping of the pump.
System Off trackball to select and open the desired suction main line valve
from the operating sea chest. Select valve S1V for the high sea
If the system is switched off, by clicking on the SYSTEM OFF soft key on
chest on the starboard side or valve S2V for the low sea chest Procedure for Automatic Operation of the Main Condenser
the mimic screen T30-408-02, no automated sequences will be carried out by Sea Water System
located in the middle section of the engine room. At the relevant
the system. All valves and the main SW circulating pump may be operated
faceplate use the trackball and click on the OPEN soft key to
individually from faceplate windows on the graphic display screen. (Note: All operations in this procedure take place at the main sea water
open the valve.
circulating system graphic display T30-408-02.)
All alarms will still operate when in the system off mode, but in the event of a
d) From the ship side valve graphic screen T30-408-04, select the
blackout no action is taken when electrical power is restored. a) Ensure that the sea water system is already flooded and vented
auxiliary condenser overboard discharge valve S12V and at the
faceplate, open the valve by clicking on the OPEN soft key. and that suction is available at the main SW circulating pump.


b) At the graphic display use the trackball and click on the AUTO b) At the graphic display, check that the operation of the main SW Procedure for Manual Operation of the Main Condenser Sea
MODE soft key to select automatic mode for the main SW circulation pump is set in REMOTE and AUTO modes. Water Circulating System
circulation pump operation.
c) At the graphic display, check that the operation of the main a) At the mode selection panel in the main sea water circulating
c) At the main condenser inlet valve operation panel, to check condenser inlet valve is set in REMOTE and AUTO modes. system graphic display T30-408-02 use the trackball and click
that automatic mode is selected. on the SYSTEM OFF soft key. When the SYSTEM OFF soft
d) At the main sea water circulating system graphic display check key is clicked the indicator will change colour to show that
d) Check that the scoop inlet valve is also set for automatic that the scoop inlet valve is set for automatic operation. If not ‘System Off’ has been selected.
operation. use the trackball to select automatic operation from the control
panel faceplate. When system off is selected, no automated operations will be carried out by the
e) At the control mode panel for the main sea water circulating control system and there will be no automatic restart after a blackout.
pump also check that automatic operation is selected. e) At the mode selection panel in the graphic display, use the
trackball to select manual mode by clicking on the MANUAL All items of equipment, valves and pumps, may be operated individually in
f) Provided that the interlock loop is complete, the control system MODE soft key. The indicator will change colour to show that isolation from all other equipment. All alarms will still function when in the
will operate to allow circulating sea water to flow through the manual mode has been selected. system off mode.
main condenser and the duty main LO cooler.
When in manual mode it is possible to manually change from scoop to pump
If the vessel is in port and being prepared for sea, the engine speed and mode, and vice versa. The change to scoop mode must only be made when the
telegraph position restrictions will not allow for scoop operation, therefore the shaft speed is above 53 rpm and the ‘Manual Scoop Available’ indicator at the
main SW circulation pump will need to be started. When the main condenser top right of the graph display screen is illuminated. The change from scoop to
inlet valve reaches 10% open, the main SW circulating pump will start and the pump mode can be made at any time when in manual mode.
condenser inlet valve will continue to operate until fully open.
f) To change from pump to scoop mode whilst in manual mode,
g) Check that the SW circulation system is functioning correctly use the trackball and click on the SCOOP MODE soft key in the
before starting to raise the condenser vacuum. display.
With the system in automatic mode the main SW circulating pump will supply g) To change from scoop to pump mode whilst in manual mode,
cooling water to the main condenser until the conditions for automatic change use the trackball and click on the PUMP MODE soft key in the
to scoop mode are satisfied. The change to scoop mode will be made when the display.
shaft speed is above 53 rpm and the telegraph has been in the AT SEA position
for more than 10 minutes. The change from scoop mode back to pump mode If the shaft speed falls below 42 rpm when in scoop mode and manual mode,
will be made when the engine speed falls below 42 rpm, or when the telegraph an alarm will be activated.
is moved to the MANOEUVRING position from the AT SEA position, or
during a restart following a blackout. In the event of a blackout when in manual mode and scoop mode the system
will automatically revert to pump mode.
Preparation for Manual Operation of the Main Condenser In pump mode and manual mode, the main SW circulating pump may be
Sea Water Circulating System started and stopped manually from the graphic display T30-408-02. This is
carried out using the trackball and clicking on the pump icon to display the
(Note: All operations in this procedure take place at the main sea water pump faceplate. The pump is stopped by clicking on the STOP soft key.
circulating system graphic display T30-408-02.)
Manual mode may be selected at any time but the associated valves and
main SW circulating pump must be in their respective remote and automatic
modes.
a) Ensure that the sea water system is already flooded and vented
and that suction is available at the main SW circulating pump.


Procedure for Local Control of the Main Condenser Sea Water d) Open the SW circulating pump crossover valve S9V. Emergency Operation of Hydraulically Operated Valves
Circulating System
e) At the system graphic display screen select MANUAL and In the event of a failure of any of the valves, there are five sets of hand operated
Some items of equipment in the main SW circulation system may be operated REMOTE for the main condenser inlet valve and open the portable pumps positioned around the forward area of the engine room floor
locally if required. Operation in local control removes all DCS control of the valve at the faceplate for the valve. level.
equipment. This may have an effect on the operation of the automated parts of
the system if the equipment is part of the interlock loop. f) Ensure that the main condenser overboard discharge valve
S15V is open. Check that either the high sea suction valve S1V Procedure for the Operation of the Emergency Pump
The main and auxiliary sea water circulating pumps and the main condenser or the low sea suction valve S2V is open. The position of the
valves is indicated in the scoop system interlock loop display a) Close the isolating valves on the distribution block on the valve
inlet valve may be operated in local control.
at the top right of the system graphic screen. to be operated.
Local control of pumps and valves is normally used only if the control system
g) Start the auxiliary SW circulating pump by selecting REMOTE b) Connect the hoses of the emergency hand pump on to the snap-
fails. The procedure for local control is as follows:
at the pump control in the system graphic screen T30-408-02. on connections on the distribution block.
a) At the relevant pump or valve, use the switch located by the
h) Start the pump at the faceplate by clicking on the START soft c) Turn the directional flow lever to either the O open or S shut
pump or valve to select LOCAL operation. This removes
key. The pump may also be started locally be selecting LOCAL position as required
control of that item from the DCS and at the graphic display
screen T30-408-02, an indicator for that item of equipment will at the control mode switch.
d) Proceed to operate the pressure handle to pressurise the cylinder
display LOCAL to indicate that the pump or valve has been
(Note: When the auxiliary SW circulating pump is supplies both the main and and move the valve in the required direction.
switched to local operation.
auxiliary condenser, attention must be paid to the system to ensure that
When in local control, the item of equipment can only be operated locally. To there is sufficient water flow to maintain the desired cooling effect.
revert to control from the DCS, the operation mode switch net to the item of Shortage of cooling water will be indicated by a rise in condenser
equipment must be turned to the REMOTE position. temperature and loss of vacuum.)
(Note: The auxiliary SW circulating pump is only manually operated and The Condenser Sawdust Injection System
does not have an auto/manual selection option.)
In the event of a condenser tube leakage, sawdust is injected into the cooling
Procedure for the Operation of the Main Condenser Sea Water sea water system in order to provide a means by which small leaks may be
plugged. The sawdust box is supplied with sea water from the main sea water
Circulating System using the Auxiliary Sea Water Circulating
cooling system. The outlet from the sawdust box is connected to the scoop sea
Pump water supply pipe near the condenser inlet.
Under normal circumstances the main condenser is supplied with sea water In order to operate the system the sawdust box must be filled with sawdust
by the scoop or the main SW circulating pump. In the event of failure of the and the inlet valve from the cooling sea water system S17V must be opened.
main SW circulating pump, the auxiliary SW circulating pump may be used, The outlet valve from the sawdust box S18V must be opened in order to
however this pump only has manual control and so the automated sequences of supply the mixture of sawdust and sea water to the condenser inlet line. The
the system will not function. The system must be operated in system off mode system may be operated when in scoop or pump mode.
as neither the automatic mode nor the manual mode will operate as they both
require the main SW circulating pump to be operational.
a) At the mode selection panel in the main sea water circulating Directional Flow Lever
system graphic display T30-408-02 click on the SYSTEM OFF
soft key to select system off. The indicator will change colour
to show that system off has been selected.
b) Ensure that the auxiliary SW circulating pump suction valve

S5V and the discharge valve S7V are open. Emergency Hydraulic Pump near No.2 Ballast Pump
c) Close the main SW circulating pump discharge valve S8V.


Illustration 2.5.2a Auxiliary Sea Water Cooling System
Condensate Cooled Sea Water Cooled
No.1 Main No.2 Main FW Generator (45 Ton/day) FW Generator (45 Ton/day)
Key Central Fresh Central Fresh
Water Cooler Water Cooler
Sea Water S106V
Electrical Signal
PI PI PI PI S S
Instrumentation
S108V
Fresh Water PI-11 PI-12
TI TI TI TI
PI PI
S148V S149V S150V S151V
LS LS S109V S107V
S152V
Power Supply FS
To Scoop Low Sea Chest S110V
(2.5.1a)
MGPS (SB5K)
To Scoop High Sea Chest From Domestic From Domestic

(2.5.1a) Power Supply FS Fresh Water System Fresh Water System
(2.8.3a) (2.8.3a)
To Scoop Inlet MGPS (SB5K)
FI
(2.5.1a) D57V D19V
Power Supply FS
FI
To Sawdust Injection Tank Chemical Chemical
MGPS (SB1K)
(2.5.1a) Dosing Dosing
S17V FI Tank S125V Tank
To Sewage Treatment Plant
Initial Filling/Cleaning
(2.11a)
S144V S143V
TI TI
S121V S137V S136V
No.2 No.1 S119V
Vacuum Vacuum S117V
Pump Pump
Heat Marine Growth CI Main Cooling PI PI PI PI Distilling Plant
Heat
Exchanger Prevention System Sea Water Sea Water Feed
Exchanger 1 2 2 1
Sea Water Pumps Pumps
Booster Pump (950m3/h x 21mth) CI CI CI CI
(90m3/h x 43mth)
PI
TI TI (18m3/h x 35mth)
S146V S145V
DCS S134V
S114V S135V
S115V
S122V To To
Sea Chest No.1, 2 and 3 Fire, Bilge & GS Pumps DCS
(High) M LS Ballast Pumps And Water Spray Pumps
(2.7a) (2.6.1a and 5.14a) Sea Chest
S101V (Low)
LS M
S105V
To Fire Line
Pressure Pump
B47V (5.1b)


2.5.2 AUXILIARY SEA WATER COOLING SYSTEM There is no connection between the auxiliary sea water cooling system and the • The standby pump is not in an alarm condition
(INCLUDING FRESH WATER GENERATORS) main sea water circulating system.
• The duty pump is running without alarm and set in the remote
position
The main central fresh water coolers cool the fresh water circulating through
Main Sea Water Cooling Pump
the diesel generator engines, the turbine generator plant, the air conditioning
The standby facility is forced to the Off condition if any of the following
Maker: Teikoku Machinery Works plant, the cargo machinery plant, the air compressors and the feed water pumps
conditions apply:
No. of sets: 2 (see section 2.8).
• Both pumps are running
Type: Centrifugal
The two main SW cooling pumps and two central fresh water coolers provide • Both pumps are stopped
Model: 350VCD-B2m 100% redundancy for the system, only one pump and cooler being required for
Capacity: 950m3/h at 21mth normal full operation. The pumps are arranged so that one is selected as the • One pump is in an alarm condition
Motor: 88kW duty pump and the other as the standby pump, to commence operation should • One pump is set to local
the duty pump fail to maintain the desired cooling sea water flow. On the loss
of the duty pump, a low pressure signal is sent to start the standby pump. An alarm is generated if the standby facility is forced to the OFF condition.
Marine Growth Protection System Booster Pump Selection of duty and standby pumps is made from the DCS graphic display
Maker: Teikoku Machinery Works screen T30-408-03 SEA WATER SERVICE SYSTEM.
Manual Mode
No. of sets: 1
The pumps may operate in automatic mode, remote manual mode or local When the standby facility is in the Off position both pumps are forced into
Type: Centrifugal
manual mode. The automatic and manual modes are selected at the faceplate the manual mode. This allows operation of the pumps remotely from the DCS
Model: 50MSS-JH1m for the particular pump at the graphic display screen T30-408-03, local or graphic display via the pump faceplates. Operation in this condition will be
Capacity: 18m3/h at 35mth remote control is selected at the switch on the main switchboard. indicated in the graphic screen and as MAN on the pump controller faceplate.
Local manual control is selected at the main switchboard and this allows the
Distillation Plant Sea Water Feed Pump Main Sea Water Cooling Pump Control pump to be started and stopped by means of local pushbuttons situated near
Maker: Teikoku Machinery Works the pumps. Local status is displayed on the DCS graphic screen faceplate for
Control of the main SW cooling pumps is via the DCS at the display screen each pump. The local stop of a pump is always active even when the starter is
No. of sets: 2 T30-408-03. Using the trackball, the relevant operating mode for the pump is selected as remote. If the local stop button is pressed when in remote mode, the
Type: Centrifugal selected at the pump control mode selection faceplate. pump motor is stopped and the DCS control for the pump is reset to local.
Model: 125TVS-Bm
Capacity: 90m3/h at 43mth Each pump and the standby facility have a faceplate allowing the operator
to select the desired operating mode. Automatic mode allows the standby Valve Control
pump to start upon loss of pressure from the duty pump. Automatic operation
Marine Growth Protection System selection is indicated on the DCS graphic screen and is indicated as AUT on The high and low sea chest valves S101V and S105V are controlled from the
Maker: Electrocatalytic Ltd the controller faceplate for the pumps. Manual mode allows the operator to DCS via the ship side valve graphic display screen T30-408-04. Valves may be
start or stop either pump from the pump faceplate at the display graphic T30- opened and closed by means of the trackball, by clicking on the OPEN/CLOSE
Model: SB1K 408-03. soft keys of the valve faceplate in order to open a closed valve or close an open
valve. An illuminated screen indicates if the valve is open or closed. The valves
may be closed, along with all other ship side valves, by activation of one of
Introduction Automatic Mode
the screen emergency close button icons in the ship side valve graphic display
When the standby facility is set to auto the standby pump will start screen. The valves may also be opened and closed locally.
The auxiliary sea water cooling system provides cooling water to the two main automatically upon a start command from the DCS when failure of the duty
central fresh water coolers and the two vacuum pump heat exchangers. The pump is indicated by the duty pump pressure switch. When in auto mode, The overboard discharge valve S152V from the main central coolers, may be
system also supplies sea water as required to the main condenser sawdust box, manual start or stop from the DCS is inhibited. When the standby pump starts opened and closed remotely from the sea water service system graphic display
the sewage treatment plant and the MGPS system, which is also provided with in automatic mode an alarm is generated. The auto condition is indicated on screen T30-408-03, via its faceplate. The valve may also be opened or closed
a booster pump. The two main SW cooling pumps take suction from the sea the DCS screen and as AUT on the controller faceplate. locally.
water suction main which runs across the width of the vessel connecting with
the high and low sea chests. Automatic operation can only be selected if the following conditions apply: All other valves in the system are manually operated locally and must be set
• The standby pump is stopped before the system pumps are activated.
The two distillation plant sea water feed pumps also take suction from the sea
water suction main. These pumps provide sea water feed to the fresh water • The starter is set to the remote position
generators and sea water to operate the brine ejectors.


Illustration 2.5.2a Auxiliary Sea Water Cooling System
Condensate Cooled Sea Water Cooled
No.1 Main No.2 Main FW Generator (45 Ton/day) FW Generator (45 Ton/day)
Key Central Fresh Central Fresh
Water Cooler Water Cooler
Sea Water S106V
Electrical Signal
PI PI PI PI S S
Instrumentation
S108V
Fresh Water PI-11 PI-12
TI TI TI TI
PI PI
S148V S149V S150V S151V
LS LS S109V S107V
S152V
Power Supply FS
To Scoop Low Sea Chest S110V
(2.5.1a)
MGPS (SB5K)
To Scoop High Sea Chest From Domestic From Domestic

(2.5.1a) Power Supply FS Fresh Water System Fresh Water System
(2.8.3a) (2.8.3a)
To Scoop Inlet MGPS (SB5K)
FI
(2.5.1a) D57V D19V
Power Supply FS
FI
To Sawdust Injection Tank Chemical Chemical
MGPS (SB1K)
(2.5.1a) Dosing Dosing
S17V FI Tank S125V Tank
To Sewage Treatment Plant
Initial Filling/Cleaning
(2.11a)
S144V S143V
TI TI
S121V S137V S136V
No.2 No.1 S119V
Vacuum Vacuum S117V
Pump Pump
Heat Marine Growth CI Main Cooling PI PI PI PI Distilling Plant
Heat
Exchanger Prevention System Sea Water Sea Water Feed
Exchanger 1 2 2 1
Sea Water Pumps Pumps
Booster Pump (950m3/h x 21mth) CI CI CI CI
(90m3/h x 43mth)
PI
TI TI (18m3/h x 35mth)
S146V S145V
DCS S134V
S114V S135V
S115V
S122V To To
Sea Chest No.1, 2 and 3 Fire, Bilge & GS Pumps DCS
(High) M LS Ballast Pumps And Water Spray Pumps
(2.7a) (2.6.1a and 5.14a) Sea Chest
S101V (Low)
LS M
S105V
To Fire Line
Pressure Pump
B47V (5.1b)


Preparation for the Operation of the Auxiliary Sea Water Position Description Valve e) Check that the systems are operating correctly by means of the
Cooling System Open Supply and outlet valves for MGPS unit SB5K flow indicators and that the correct main condenser suction is
for main scoop system high and low sea chests receiving treated water depending upon whether the system is
a) Ensure that the high and low sea chests are vented. in pump or scoop mode.
Open MGPS supply valves to main scoop system high
b) Ensure that all the pressure gauge and instrumentation valves and low sea chests f) If required, start up the distillation plant when the sea water
are open and that the instrumentation is reading correctly. system is operating correctly and when it is safe to do so, if the
Open No.1 distillation plant sea water feed pump suction S134V
distillate is to be produced for domestic purposes.
c) At the sea water service system graphic display screen T30- Open No.1 distillation plant sea water feed pump discharge S136V
408-03, use the trackball to select and open the desired auxiliary Open No.2 distillation plant sea water feed pump suction S135V Blackout and Hot Start-up
sea suction valve from the operating sea chest. These are valve
Open No.2 distillation plant sea water feed pump discharge S137V
S101V for the high sea chest on the starboard side or valve In the event of a blackout, the DCS will remember the operating arrangements
S105V for the low sea chest located in the middle section of the Closed Distillation plant SW feed pump discharge crossover S125V
in force prior to the blackout and will automatically start the assigned
engine room. Open No.1 distillation plant sea water inlet S106V duty pump when power is restored. This is part of the sequential restart
Open No.1 distillation plant ejector outlet S107V arrangements. If the duty pump fails to start and the standby pump is still
d) From the sea water service system graphic screen, select and in automatic mode, the standby pump will start. During the blackout the
open the cooling sea water system overboard discharge valve Open No.2 distillation plant sea water inlet S108V system alarms are inhibited.
S152V.
Open No.2 distillation plant ejector outlet S109V
e) Set the manual valves as in the following table: Open Distillation plant brine overboard discharge S110V Fresh Water Generator/Distillation Plant
Two fresh water distillation plants are fitted, each with a capacity of 45 tons/
Position Description Valve (Note: Valves are indicated in their normal operating position but if an item day. These units generate fresh water by the evaporation of sea water and
Open No.1 main cooling SW pump suction valve S114V of equipment is not operating, such as a fresh water distillation plant subsequent condensation of the vapour produced by that evaporation. The
or an MGPS unit, the valves for that unit may be closed.) units operate at partial vacuum, allowing for evaporation at lower temperature
Open No.1 main cooling SW pump discharge valve S117V
and increased efficiency.
Open No.2 main cooling SW pump suction valve S115V The auxiliary sea water cooling system is now set and ready for operation.
Open No.2 main cooling SW pump discharge valve S119V Low temperature evaporation also reduces salt scale formation and allows for
Procedure for the Operation of the Auxiliary Sea Water prolonged operation. Operation of the generator is described in more detail in
Open No.1 main central FW cooler inlet valve S148V section 2.8.3 Domestic Fresh water System.
Cooling System
Open No.1 main central FW cooler outlet valve S149V
The sea water supply to the evaporators provides feed water for evaporation,
Open No.1 vacuum pump heat exchanger inlet valve S143V a) Ensure that the system is prepared for operation as described
cooling water for condensing the vapour and driving water for operating
above and that the sea water suction main is flooded.
Open No.1 vacuum pump heat exchanger outlet valve S145V the brine ejectors which remove brine from the evaporator shell. Sea water
is provided by two distillation plant sea water feed pumps, one for each
Open No.2 vacuum pump heat exchanger inlet valve S144V b) Select AUTOMATIC mode at the sea water service system
evaporator. Although each evaporator has its own dedicated pump, these
graphic display screen T30-408-03. Select one of the pumps as
Open No.2 vacuum pump heat exchanger outlet valve S146V pumps are cross-connected by means of valve S125V this allows No.1 pump
the duty pump and start that pump by clicking on the pump icon
to supply No.2 evaporator or No.2 pump to supply No.1 evaporator.
Closed Condenser sawdust box inlet valve S17V to bring up the pump faceplate, then clicking on the START soft
Open MGPS sea water booster pump inlet valve S121V key.
The distillation plant sea water pumps are started and stopped locally and will
Open MGPS sea water booster pump outlet valve S122V be operated when the evaporators are put into operation.
c) Check that pressure is raised in the system and that sea water is
Open Supply and outlet valves for MGPS units SB1K flowing to all selected items with their valves open.
In order to prevent foaming in the evaporator and to restrict the formation of
for auxiliary high and low sea chests scale, chemical treatment is injected into the feed to the evaporation chamber.
d) Start the MGPS sea water booster pump by clicking on the
Open MGPS supply valves to auxiliary high and low sea chests This is achieved by means of a chemical dosing unit.
pump icon in the screen display to bring up the pump faceplate
and clicking on the START soft key. Supply electrical power to
A non-return discharge valve is fitted to the outlet line from each evaporator
the MGPS units. Unit SB1K will operate for the auxiliary sea
brine ejector and the discharges pass to a common overboard discharge valve.
suctions and one of the two SB5K units will be selected for the
main condenser sea suctions.

2.6 Bilge Systems
2.6.1 Engine Room Bilge System
2.6.2 Forward Bilge System
Illustrations
2.6.1a Engine Room Bilge System
2.6.2a Forward Bilge System


Illustration 2.6.1a Engine Room Bilge System
Shore Connection Key
S (P) (S) B14V
Lubricating Oil Bilges
Control Air
Instrumentation Sea Water CI Void Space Stripping B53V
Eductor (60m3/h) For ER Bilge Pump
S S Upper Deck Electrical Signal Start/Stop From MGPS
Electric Heater Oily Water Separator Fresh Water Sea
LS LS (10m3/h) Chest
Instrumentation B52V (Low)
Middle
B27V LS Bilge Well
Electric Heater Forward
S
B49V To Fire and Wash Deck System (5.1a) B71V (Port) LS Control Air Bilge Well
To Incinerator Waste Oil LS
LAH (Port)
Settling Tank (2.4.4a) To HFO Settling
B48V DCS
S M S105V
Oily Water Tank (2.4.1a) LS
B11V LAH
Monitor B5V LS
From LO Transfer PI CI DCS
Pump (2.3.3b) B18V To Fire Line
B7V B16V
Pressure
B36V 2 Pump Drain
B4V To Fire (5.1b)
Fresh Water From
B46V B13V Bilge, Fire & General Pump
Inlet Valve to B28V B26V B29V B2V Void (P)
Fresh Water B35V B37V Service Pumps 1 & 2 B47V
Separator
Flushing Valve PS (245/150m3/h x 30/115mth)
PS PS
Auto PI PI CI
Stop Auto PI Auto PI
Oily Bilge Pump Stop Stop B10V
(10m3/h x 4kg/cm2) Engine Room To Evaporator B51V
Waste Oil 1 SW
From Fresh Water CI B3V Forward
Bilge Pump CI Transfer CI Pumps
Hydrophore Tank B50V Bulkhead
(10m3/h x Pump B66V B6V (2.5.2a)
(2.8.3a) B1V
4kg/cm2) (10m3/h x
4kg/cm2)
B30V B25V B70V
B12V
B33V B34V B44V B45V
PI
Drain
B54V From
PI-1
Void (S)
From LO
Sludge Tank To Water To Water ER Plates
To Ion Exchange
(2.3.3a) Spray System Spray Pumps
Eductor (Section 2.2.1b)
(5.14a) (5.14a) To No.1 B104V
Steering Gear Room Ballast
Pump (2.7a)
From Inert Gas B72V Emergency

Generator B20V
From Main Condenser 4-LS-28 Bilge
B39V Overboard Line B69V Suction
B62V Back Flushing
Aft Peak Tank Drain (Section LS LS LAH
Line Relief Valve DCS
B22V 2.10.1) Turbine Turbine (Section 2.5.1a) SW Suctions To
Recess LAH Recess LAH Ballast Pumps
B21V From Boiler
B61V LAH (Aft) DCS (Forward) DCS LS and Central
DCS Drain Tank Near Scoop Inlet
Stern Tube SW Cooling
(Section 2.1.4) Valve Control Air
Cooling B73V Pumps
B23V B68V B60V B38V S
Feed Water LS LS
LAH From Main LS
LAH
DCS B19V
Tank B24V Condenser Drain DCS
(2.5.1a)
Bilge Holding Tank Oily Bilge Tank From Stern Tube Cofferdam B17V
Aft Bilge Well LAH
(150.33m3) (53.6m3) LO Pump and Tank From ER From Boiler For Middle DCS LS B15V LS
Coaming Drain Toilet Drain Drain Tank ER Bilge Pump Bilge Well
LAH M S101V Forward
LS (Section 2.3.3b) (Section 2.11) (Section 2.11) Start/Stop LS (Starboard)
DCS LS Bilge Well
From Atmospheric (Starboard)
B31V From Oil Mist Chamber From LO Transfer Pump B32V Condenser Drain (2.1.8a)
From Auxiliary Condenser Sea Drain (Section ) Sea
Coaming Drain (Section 2.3.3b)
Water Drain (2.5.1a) From Main Turbine Gland Chest From MGPS
From Incinerator Waste Oil Service From Boiler Burner Chemical From Steam Drain Steam (2.1.7a) (High)
and Settling Tank Overflow (2.4.4a) Cleaning Drain (2.1.4a) (2.1.1a) Sootblower Steam System
(2.1.3a)


2.6 BILGE SYSTEMS Void Space Stripping Eductor The engine room bilge pump can be selected for local or remote control at the
Maker: Ellehammer starter panel on the main switchboard. When in local the pump is started and
2.6.1 ENGINE ROOM BILGE SYSTEM stopped by means of pushbuttons on the panel near the pump. The run and stop
No. of sets: 1 status is displayed on the DCS graphic T30-409-01 BILGE SYSTEM. When
Type: 70-100-125/57-19 set to remote, the pump is controlled automatically by the level switches in the
Engine Room Bilge Pump
Capacity: 60m3/h middle bilge wells. This control is not part of the DCS.
Maker: Naniwa Pump Manufacturing Co.
No. of sets: 1 The oily bilge pump can take suction from:
Introduction
Type: Vertical reciprocating • Bilge holding tank
Model: 2VP-10 The engine room bilge pump can take suction from: • Bilge suction main
Capacity: 10m3/h at 4.0 bar • Engine room bilge wells • Sea water main
• Stern tube cooling water tank
Oily Bilge Pump The oily bilge pump can discharge to:
• Bilge holding tank
Maker: Naniwa Pump Manufacturing Co. • Bilge holding tank
• Boiler drain tank
No. of sets: 1 • Oily water separator
Type: Vertical reciprocating • Main turbine recesses forward and aft
• Shore connections on the port and starboard side
Model: 2VP-10 • Cofferdam
• Waste oil settling tank
Capacity: 10m3/h at 4.0 bar • Condenser drain
• Heavy fuel oil settling tank
• Sea water suction main
Waste Oil Transfer Pump
The waste oil transfer pump can take suction from:
Maker: Naniwa Pump Manufacturing Co. Apart from the sea water suction all of the bilge pump suctions are connected
to the bilge main. • Oily bilge tank
No. of sets: 1
Type: Vertical reciprocating • Lubricating oil sludge tank
The engine room bilge pump discharges to:
Model: 2VP-10
• Oily water separator The waste oil transfer pump can discharge to:
Capacity: 10m3/h at 4.0 bar
• Waste oil settling tank • Shore connections on the port and starboard side
• Heavy fuel oil settling tank • Waste oil settling tank
Bilge, Fire and General Service Pump
• Bilge holding tank • Heavy fuel oil settling tank
Maker: Teikoku Machinery Works Ltd
No. of sets: 2 • Shore connections on the port and starboard side
The self-priming bilge, fire and GS pumps can take suction from:
Type: Centrifugal self-priming
The engine room bilge pump can be set to start automatically in the event • Bilge suction main
Model: 200-2VSR-Bm-NV-F of a high level in the port or starboard middle bilge wells. The pump stops
Capacity: 245/150m3/h at 30/115mth when the middle bilge well levels fall to a predetermined level. Apart from • Sea water suction main
this action the pump is controlled manually and is not controlled as part of the • No.2 pump has a direct suction from the port forward bilge
DCS. The status of the suction valves for the port and starboard bilge wells well.
Oily Water Separator
are monitored by the DCS. The engine room bilge pump, oily bilge pump
Maker: Han Young Engineering Co. Ltd. and waste oil pumps are monitored by the DCS for run, stop and abnormal The self-priming fire and GS pumps can discharge to:
No. of sets: 1 condition. In order to comply with SOLAS, the running periods of the engine
• Overboard
Model: OS-10 room bilge pump is monitored for frequency. The system records accumulated
running hours over a 24 hour period and during UMS periods. There is a long • Fire line
Capacity: 10m3/h
run alarm on the engine room bilge pump. • Ion exchange eductor
The bilge well level alarms are monitored by the DCS and displayed on the • Void space stripping ejectors
bilge system graphic screen T30-409-01.


S (P) (S) B14V
Control Air
Upper Deck Start/Stop From MGPS
Electric Heater
S S Oily Water Separator Fresh Water Electrical Signal Sea
Middle
B27V LS Bilge Well
S
LAH (Port)
B48V DCS
S M S105V
B11V LAH
Monitor B5V LS
B7V B16V
Pressure
B36V 2 Pump Drain
B4V To Fire (5.1b)
Fresh Water From
Inlet Valve to B2V Void (P)
Fresh Water B28V B26V B29V
B35V B37V Service Pumps 1 & 2 B47V
Separator
PS PS
Auto PI PI CI
Waste Oil 1 SW
(10m3/h x Pump B66V B6V (2.5.2a)
(2.8.3a) B1V
4kg/cm2) (10m3/h x
4kg/cm2)
B30V B25V B70V
B12V
B33V B34V B44V B45V
PI
Drain
B54V From
PI-1
Void (S)
From LO
To Ion Exchange
(5.14a) (5.14a) To No.1 B104V
Pump (2.7a)

Generator B20V
B62V Back Flushing
B21V From Boiler
Stern Tube (Section 2.1.4)
SW Cooling
Valve Control Air
Cooling B68V B73V Pumps
B23V B60V B38V
Feed Water LS LS
LAH
B19V
From Main LS S
LAH
Tank B24V DCS Condenser Drain DCS
(2.5.1a)
Aft Bilge Well (53.6m3) LO Pump and Tank For
LAH
LS
(150.33m3) From ER From Boiler Middle DCS LS B15V
LAH M S101V Forward
DCS LS Bilge Well
(2.1.3a)


CAUTION Pumping Bilges e) Check that there is power to the separator control panel and that
The overboard discharge is not to be used for discharging bilges unless the separator unit is switched on.
under emergency conditions. Engine room bilge wells, void spaces, the cofferdam and other spaces may
be pumped to the bilge holding tank using the engine room bilge pump. The f) Ensure that all valves which are not required to be set for
bilge pump may also pump these spaces to the HFO settling tank or the shore operation are closed.
Oily Water Separator connections.
The oily water separator operates automatically to discharge water overboard g) Start the engine room bilge pump and flush the separator with
The oily bilge pump is used to pump out the bilge holding tank overboard via sea water for about 5 minutes. Adjust the final outlet valve until
and separated oil to the oily bilge tank. The oily bilge water is pumped into the
the oily water separator. the separator is at the pressure of 1.5-3.0 bar.
separator by the oily bilge pump or the engine room bilge pump.
The waste oil transfer pump is used to pump out the oily bilge tank to the h) When the pressure in the separator is steady, open the oily bilge
The oily bilge water enters the separator and passes through a zigzag panel
where larger oil particles are separated and flow to the upper part of the incinerator waste oil settling tank, to be burned in the incinerator. pump suction valve B25V from the bilge holding tank and close
separator by means of a nozzle pipe. The water and small oil particles flow to the pump suction valve B70V from the sea water main.
the lower part of the separator where there is a central resistance plate. The
smaller particles collect on the resistance plate and subsequently rise to the Procedure for Pumping the Bilge Holding Tank through the i) The separator will run automatically, discharging oil to the oily
top of the separator. Smaller particles of oil are separated from the water flow bilge tank when the oil sensing probe detects an oil level and
Oily Water Separator using the Oily Bilge Pump monitoring the oil content of the discharge water.
and are removed at a filter, where they coalesce to form larger particles which
rise to the top of the separator. The water flows through a final carbon filter a) Check that the strainers are clean.
which removes the very fine particles of oil and only clean water eventually j) Check that the system is operating satisfactorily and note the
leaves the separator. pressures for indication of any blocked filter elements.
b) Check that the FW system is operating and able to supply the oil
content monitor.
The oil content discharge (OCD) monitor, located after the separator discharge, k) Adjust the sample flow to the oily water monitor.
samples the bilge water as it passes out of the separator. Should the oil c) Check the zero setting of the oil content monitor by opening
content exceed 15ppm, the three-way valve changes the output flow from the l) Before stopping the oily bilge pump when the desired level is
the fresh water supply for a few minutes. The monitor display
overboard discharge to the bilge holding tank. An audible alarm sounds to reached in the bilge holding tank, run for 10 minutes on sea
should indicate zero. If not, calibrate the monitor by using the
warn the operator of the situation. water suction.
pushbuttons on the panel.
When a probe, located at the top of each of the separator chambers senses oil, m) Switch off the oil content monitoring unit, shut off the separator,
d) Set the valves as in the following table:
the signal is sent to an oil discharge valve, which opens and discharges the close all pump valves and lock the overboard valve B27V.
oil collected at the top of the chamber to the oily bilge tank. When the probe The reclaimed oil will be discharged to the oily bilge tank.
detects the presence of water again the discharge valve is closed.
The clean exit water will be discharged overboard. Oil contamination of 15ppm
Position Description Valve or over will automatically be discharged back to the bilge holding tank until the
The separator works automatically at all times and will operate as long as
there is water being pumped into it. Heating may be applied in order to Closed Separator drain valves water is clean enough to discharge overboard. Any oil collected at the top of the
improve separation but the heater will only operate when the separator is bilge separator will be discharged to the oily bilge tank.
Operational Three-way control valve for discharge
filled. The separator is fitted with sampling valves which allow an oil sample
Open Separator overboard discharge valve B27V The engine room bilge pump may also be used for pumping the contents of the
to be drawn and enable the oil/water interface level to be determined.
bilge holding tank through the oily water separator. In this case the bilge pump
Open Separator 1st stage chamber outlet valve
CAUTION suction valves B33V from the bilge holding tank and the bilge holding tank
Open Separator 2nd stage chamber inlet valve suction valve B22V must be open during that operation.
The oily water separator is designed to separate oil from water, not
water from oil. Therefore if the bilge supply to the separator contains Open Return valve to bilge holding tank B68V
excessive amounts of oil it will render the equipment useless and result The pump sea main suction valve B34V must initially be open when starting
Open Oily bilge pump discharge valve B26V up the oily water separator and then closed as the bilge holding tank suction
in unnecessary maintenance.
Open Bilge holding tank suction valve B24V valve B33V is opened. The engine room bilge pump discharge valve B36V to
The maximum flow capacity should not be exceeded as excess flow will the oily water separator must be open at all times during the procedure. The
Closed Oily bilge pump bilge main suction valve B30V
prevent effective separation. The engine room bilge pump and oily bilge engine room bilge pump will stop when the bilge holding tank level switch
pump suction strainers should be kept clean in order to avoid large solid Open Oily bilge pump suction valve from signals a low level in the tank.
particles entering the separator as these will have a detrimental effect on sea water crossover pipe B70V
separation. Closed Fresh water supply valve to separator
Closed Fresh water supply valve to monitor


S (P) (S) B14V
Control Air
Middle
B27V LS Bilge Well
S
LAH (Port)
B48V DCS
S M S105V
B11V LAH
Monitor B5V LS
B7V B16V
Pressure
B36V 2 Pump Drain
B4V To Fire (5.1b)
Fresh Water From
Separator
PS PS
Auto PI PI CI
Waste Oil 1 SW
(10m3/h x Pump B66V B6V (2.5.2a)
(2.8.3a) B1V
4kg/cm2) (10m3/h x
4kg/cm2)
B30V B25V B70V
B12V
B33V B34V B44V B45V
PI
Drain
B54V From
PI-1
Void (S)
From LO
To Ion Exchange
(5.14a) (5.14a) To No.1 B104V
Pump (2.7a)

Generator B20V
B62V Back Flushing
B21V From Boiler
Cooling B73V Pumps
Feed Water LS LS
LAH From Main LS
LAH
DCS B19V
(2.5.1a)
Aft Bilge Well LAH
LAH M S101V Forward
DCS LS Bilge Well
(2.1.3a)


Procedure for Pumping Bilges to the Bilge Holding Tank using e) Following the manual pumping of bilge wells or compartments Position Description Valve
the Engine Room Bilge Pump to the bilge holding tank, close all bilge well and compartment
Closed Starboard shore connection discharge valve
suction valves and return the engine room bilge pump selector
a) Clean all suction strainers. to the AUTO position, in order that it can operate automatically
to pump out the middle bilge wells. In the arrangement above it is assumed that the bilges will be discharged
ashore via the port shore connection.
b) Check that all instrumentation is working correctly.
(Note: The bilge holding tank is provided with a high level alarm and
attention must be paid to the level in the tank in order to prevent b) Remove the blank from the port shore connection pipe and
c) Set the pump valves as in the following table:
overflowing. This is particularly important when commencing a attach the shore discharge pipe.
The valve settings assume suction from the starboard forward bilge well. If period of UMS operation.)
c) Agree a pumping arrangement with the shore authorities.
other bilge spaces are to be pumped the appropriate valves must be opened.
Bilge wells and compartments connected to the bilge suction main may be
d) Start the engine room bilge pump and pump out the selected
pumped to the bilge holding tank using the oily bilge pump. In this case the
Position Description Valve bilge compartments using the valves as indicated in part c) of
oily bilge pump suction valve B30V from the bilge main must be open together
the previous procedure for pumping bilges to the oily bilge
Open Engine room bilge pump suction from bilge main B33V with the pump discharge valve B28V to the bilge holding tank. Bilge well
tank.
and compartment suction valves connected to the bilge main are opened as
Open Engine room bilge pump discharge valve to bilge required to pump out that particular bilge well or compartment. Care must be
holding tank B35V e) Stop the bilge pump when the compartments to be pumped
taken to close all bilge well and compartment suction valves after pumping in
are dry, close all valves and return the spectacle blank to the
Open Bilge holding tank inlet valve B68V order not to interfere with the automatic operation of the engine room bilge
closed position.
pump in pumping the middle bilge wells.
Open Starboard forward bilge well suction valve B15V
Closed Port forward bilge well suction valve B16V The oily bilge pump and waste oil pump have an automatic stop facility. Procedure for Pumping Bilges using the Bilge, Fire and
The bilge holding tank activates the oily bilge pump and oily bilge tank General Service Pumps
Closed Cofferdam suction valves B19V and B73V
activates the waste oil pump.
Closed Starboard middle bilge well suction valve B17V CAUTION
Closed Port middle bilge well suction valve B18V Procedure for Pumping the Bilge Compartments or the Bilge The bilge, fire and GS pumps are only to be used under Emergency
Discharge Conditions. Before any bilges are pumped directly overboard,
Closed Bilge well near scoop suction valve B69V Holding Tank to the Shore Connection using the Engine Room it must be ensured that no local or international anti-pollution regulations
Closed Main turbine recess forward suction valve B20V Bilge Pump will be contravened except where safety of the ship or personnel is
Closed Main turbine recess aft suction valve B72V involved.
The procedure is the same as for pumping to the bilge holding tank any
Closed Bilge holding tank suction valve B22V bilge well or compartment that is connected to the bilge suction main, except These pumps may be used for pumping the bilges connected to the bilge
that the discharge valves on the engine room bilge pump are arranged as main. They also supply sea water to the fire and wash deck system so they can
Closed Aft bilge well suction valve B21V described below. operate the void space stripping eductor, which is used to pump out the port
Closed Stern tube FW cooling tank suction valve B23V and starboard void spaces. The bilge, fire and GS pumps are used to pump the
a) The bilge pump valves should be arranged as follows:
bilges directly overboard and so they are not the main means by which the
(Note: The port and starboard middle bilge well suction valves are operated bilges will be pumped out. Unlike the overboard discharge from the engine
Position Description Valve room bilge pump there is no oil monitor located in the discharge line.
remotely. They respond to the automatic operation of the engine room
bilge pumps to pump out these bilge wells in the event of high Closed Engine room bilge pump suction valve from sea B34V
level. Because of the automatic nature of the operation in pumping a) Check that the bilge strainers are clear.
Open Engine room bilge pump suction from the bilge main B33V
these bilge wells, all other suction valves connected to the bilge
suction main should normally be closed. The engine room bilge pump Closed Engine room bilge pump discharge valve to bilge b) Determine which pump is to be used for pumping the bilges.
discharge valve to the bilge holding tank and the bilge holding tank holding tank B35V
inlet valve must normally be open.) Closed Engine room bilge pump discharge valve to oily c) Set the bilge, fire and GS pump valves as in the following
water separator B36V table:
d) Start the engine room bilge pump locally and check that the
Open Engine room bilge pump discharge valve to shore line B37V
correct compartment is being pumped. Operate the pump until
the bilge well is empty. Change suction valves to pump other Open Shore connection line valve B49V
bilge wells or compartments as required. Open Port shore connection discharge valve


S (P) (S) B14V
Control Air
Middle
B27V LS Bilge Well
S
LAH (Port)
B48V DCS
S M S105V
B11V LAH
Monitor B5V LS
B7V B16V
Pressure
B36V 2 Pump Drain
B4V To Fire (5.1b)
Fresh Water From
Separator
PS PS
Auto PI PI CI
Waste Oil 1 SW
(10m3/h x Pump B66V B6V (2.5.2a)
(2.8.3a) B1V
4kg/cm2) (10m3/h x
4kg/cm2)
B30V B25V B70V
B12V
B33V B34V B44V B45V
PI
Drain
B54V From
PI-1
Void (S)
From LO
To Ion Exchange
(5.14a) (5.14a) To No.1 B104V
Pump (2.7a)

Generator B20V
B62V Back Flushing
B21V From Boiler
Cooling B73V Pumps
Feed Water LS LS
LAH From Main LS
LAH
DCS B19V
(2.5.1a)
Aft Bilge Well LAH
LAH M S101V Forward
DCS LS Bilge Well
(2.1.3a)


Position Description Valve Steering Gear Room Bilges In Port or Coastal Waters
Open No.1 bilge, fire and GS pump discharge valve to When in port, any bilges which require pumping should only be pumped to
the overboard discharge line B6V Bilges in the steering gear room are drained to the aft bilge well by means of the bilge holding tank using the engine room bilge pump. The contents of the
the self-closing valve B69V located in the engine room. bilge holding tank can then be processed in the oily water separator when the
Open No.2 bilge, fire and GS pump discharge valve to
the overboard discharge line B7V vessel is in open water.
Procedure for Pumping Out the Void Spaces using the Void
Open Overboard discharge valve B14V
Space Stripping Eductor At Sea
Open No.1 bilge, fire and GS pump suction valve
from bilge main B1V The engine room bilges and the contents of the bilge holding tank should only
The eductor operates using sea water supplied by the bilge, fire and GS be pumped overboard through the oily water separator system. Any oil will
Open No.2 bilge, fire and GS pump suction valve pumps. then be separated out and discharged to the waste oil tank and the clean water
from bilge main B2V will be discharged overboard if the oil content is below 15ppm.
a) Set the bilge, fire and GS pump to supply sea water to the
d) Open the bilge suction valves in the following table as ejector. The arrangement presumes that the sea water cross (Note: In an emergency situation the No.1 ballast pump has an emergency
required: main pipe is connected to the sea via one of the sea chests as bilge suction, situated near the forward bulkhead on the engine room
described in section 2.5.2. For No.1 pump valve B3V should be floor level.)
open and for No.2 pump valve B4V should be open. These sea
Bilge Main Suction Valves suction valves are normally open because the pumps are set up
Description Valve to supply sea water to the fire main.
Starboard forward bilge well suction valve B15V b) Set the bilge, fire and GS pump discharge valves so that
Port forward bilge well suction valve B16V water is directed to drive the stripping eductor. No.1 pump
valve B12V must be open and for No.2 pump valve B13V
Cofferdam suction valves B19V and B73V must be open.
Starboard middle bilge well suction valve B17V
c) Set the stripping eductor valves as in the following table:
Port middle bilge well suction valve B18V
Bilge well near scoop suction valve B69V Position Description Valve
Main turbine recess forward suction valve B20V Open Eductor driving water inlet valve B71V
Main turbine recess aft suction valve B72V Open Eductor overboard discharge valve B53V
Bilge holding tank suction valve B22V Open Eductor inlet valve from void spaces B52V
Aft bilge well suction valve B21V
Stern tube FW cooling tank suction valve B23V d) Start the selected bilge, fire and GS pump and supply sea water
to drive the eductor.
e) Start the selected bilge, fire and GS pump and pump the e) When the eductor is producing the correct vacuum, open the
contents of the selected bilge overboard. following void space drain valves as required.
(Note: The No.1 fire, bilge and GS pump has a direct suction valve B5V
Description Valve
from the forward port bilge well.)
Void space port drain valve B51V
Void space starboard drain valve B50V
f) When the void spaces are empty, close the void space drain
valves, stop the bilge, fire and GS pump and close the eductor
valves.


2.6.2 FORWARD BILGE SYSTEM Void Spaces below the Focsle d) When the sea water supply valve to the eductor is opened the
eductor will create a partial vacuum in the eductor suction pipe
Description Valve which will remove water from the bilge well.
Procedure for Discharging Bilge Water from the Chain Locker, Sea water supply valve BF10
Bosun’s Store, Bow Thruster Compartment and Void Spaces
Eductor discharge valve BG34 e) Close the bilge well suction valve when the well is empty.
below the Focsle
Eductor valve (non-return valve set open) BG05
f) Shut the water supply valve to the eductor when all bilges
The chain lockers, bosun’s store, bow thruster compartment and void spaces
Void space port forward bilge well BG03 connected to that eductor are empty and then close the system
below the focsle have bilge wells which are discharged overboard using
Void space starboard forward bilge well BG04 valves.
the bilge eductors. The eductors are driven by sea water from the deck fire
hydrants system supplied by the fire pumps. Void space port aft bilge well BG08 g) Close the eductor overboard discharge valve BG05.
There are three eductors, each draining different bilge wells. Void space starboard aft bilge well BG07
a) Start a fire pump to pressurise the fire main system, either by Illustration 2.6.2a Forward Bilge System
locally starting the emergency fire pump (section 5.9) or by
requesting the bridge to start one of the fire pumps (bilge,
fire and GS pumps or fire pump). These pumps are normally
kept ready with valves open so that either of the pumps can
immediately pressurise the fire main. From Fire Main To Hawse Pipes
b) Open the eductor overboard discharge valve BG06. This valve BF14
BG33 BG31 BF03
is operated from the bosun’s store by means of an extended
spindle. Chain
BF10 Bosun's Store
BG30 Lockers
(P & S)
BG10
c) Open the eductor and system valves as in the following tables: BG32
BG09 BF04
Bow Thruster Room Bilge Well

Description Valve
Void
Sea water supply valve BF04 BG06
Eductor discharge valve BG02

BG34
BG08
Thruster room bilge well suction valve (non-return valve set open) BG01
BG05
Key
Chain Lockers and Bosun’s Store Bilge Wells BG07
BG04 BG03 Fire Water
Description Valve Fore Peak Bilges

Tank
Sea water supply valve BF03
BF06
Eductor discharge valve BG31 BG02
Eductor inlet valve (non-return valve set open) BG30 No.1 Water Bow Thruster Room
Ballast Tank BG01
Port chain locker suction valve BG10
Starboard chain locker suction valve BG09 BG13
Bosun’s store port bilge well BG33

Bosun’s store starboard bilge well BG32

2.7 Engine Room Ballast System
Illustrations
2.7a Ballast System


Illustration 2.7a Ballast System
Key TI PI TI
Sea Water Inert Gas Generator

Refrigeration Condenser S130V S65A S129V
S140V
Electrical Signal
S128V
Instrumentation
S141V
Bilge TI PI TI
Inert Gas Generator
Air Dryer Cooler
S131V S127V
3rd Deck S126V 3rd Deck
To Inert Gas Generator LS LS

(2.10.1a) From
Auxiliary
Condenser
BA55V S12V
(2.5.1a)
PI
DCS
BA39V BA40V Engine Room
Forward Bulkhead
PI PX
BA33V BA37V BA38V B103V
BA32V BA34V BA36V

To/From
PI PI PI
DCS PX DCS PX PX Port Water
DCS BA25V Ballast Tanks
PI
PS PS PS
DCS
BA35V
PI PI PI
Water BA24V PI PX
Ballast Pumps
PI 1 (Self PI 2 PI 3 (2800m3/h
DCS Priming) DCS DCS x 35mth)
CI CI CI
PX PX PX To/From
Starboard Water
BA43V BA42V
Ballast Tanks
BA26V BA28V BA30V

BA27V BA29V BA31V BA44V PI
Steering Gear Room PX PI
DCS
DCS
1
After BA48V PX
Peak Tank
BA46V
From Stripping BA54V
Water Spray Eductors
BA41V Pumps (5.14a) (300m3/h)
DCS
To To or Fire Pumps
Main SW Fire, Bilge & GS Pumps To Evaporator DCS (2.6.1a) BA45V
High Sea B104V Low
Inlet Chest Cooling Pumps and Water Spray Pumps SW Supply Pumps Sea Inlet PI
Emergency (2.5.1a) PX
(Starboard) (2.6.1a and 5.14a) Chest DCS
Bilge
LS M Suction M (Port)
Stern Tube
FW Cooling Sea Water Crossover Pipe 2
S101V To Fire Line S105V BA47V
Tank
Pressure Pump B47V


2.7 ENGINE ROOM BALLAST SYSTEM d) Open the local control low sea suction valve B105V. Confirm Position Description Valve
that it is open on graphic display screen T30-408-04 SHIP SIDE
Open Aft peak tank filling valve BA41V
VALVES.
Ballast Pumps Open No.1 ballast pump suction valve BA27V
(Note: Check with the Chief Officer that all ballast tank valves are closed.) Close No.1 ballast pump suction from sea BA26V
No. of sets: 3 e) At the DCS graphic display screen T30-433-01 BALLAST Open Line valves to aft peak BA24V, BA25V
Type: Vertical, centrifugal with self-priming PUMP SYSTEM, use the trackball to set up the ballast system Open Overboard discharge line valve BA39V
Model: 550VCD-Am (No.s 2 and 3 pumps) for sea suction. Select each valve in turn at the relevant faceplate
Open Overboard discharge line valve BA55V
550VCD-Am-NV-F (No.1 pump) and click on the OPEN soft key to operate the valve.
Capacity: 2,800m3/h x 35mth The description below is for using No.1 ballast pump. c) Set the pump discharge valve BA32V to AUTO to ensure the
valve will be 10% open before the pump starts.
Introduction Position Description Valve
d) Start the ballast pump by clicking on the START/STOP icon
Open Aft peak tank filling valve BA41V
In the ballast system, there are three ballast pumps with suction from either in the screen display T30-433-01 to bring up the faceplate and
the sea water suction manifold or from all ballast tanks. In normal service, the Open No.1 ballast pump suction valve BA26V click on the START soft key.
port pump, No.3, is connected to all port tanks and the starboard pump No.1, Close No.1 ballast pump suction from ballast tanks BA27V
to all the starboard tanks. No.2 pump can be used on either side and it is e) At the DCS Ballast Tank System graphic display screen T30-
Open Line valves to aft peak BA33V, BA24V, BA25V 433-02, monitor the after peak tank level as required.
also possible to draw from both sides with any single pump. No.1 pump
can also take suction from an emergency bilge suction on the starboard side
of the engine room. f) Set the pump discharge valve BA32V to AUTO to ensure the Stop the pump and close all valves when the aft peak is at the required level.
valve will be 10% open before the pump starts.
From the engine control room all the ballast valves can be controlled from the
DCS graphic display screens, except the ship’s side sea valves and fore peak g) Start the ballast pump by clicking on the START/STOP icon
tank valve which are locally operated. The same pipes and valves are used both in the screen display T30-433-01 to bring up the faceplate and
for the filling and emptying of all the ballast tanks. click on the START soft key.
The pumps can discharge to the following: h) At the DCS Ballast Tank System graphic display screen T30-
• Overboard 433-02, monitor the after peak tank level as required.
• Inert gas generator cooling system Stop the pump and close all valves when the aft peak is at the required level.
• Inert gas generator refrigeration condenser cooling
• Inert gas generator air dryer cooler Procedure for Pumping Out the Aft Peak Tank
The tank can be drained to the bilge by means of the self-closing drain valve
Procedure for Filling the Aft Peak Tank with Sea Water B61V should the need arise.
a) Ensure that all suction strainers are clear on the SW suction
(Note: Check with the Chief Officer that all ballast tank valves are closed.)
chests.
a) Ensure all the pressure gauge and instrumentation valves are
b) Ensure all the pressure gauge and instrumentation valves are
open and that the instrumentation is reading correctly.
open and that the instrumentation is reading correctly.
b) At the DCS graphic display screen T30-433-01 BALLAST
c) Determine how much sea water is to be pumped into the aft
PUMP SYSTEM, use the trackball to set up the ballast system
peak tank.
for pumping out the after peak. Select each valve in turn and at
the relevant faceplate and click on the OPEN soft key to operate
the valve.


Illustration 2.7a Ballast System
Key TI PI TI
Sea Water Inert Gas Generator

Refrigeration Condenser S130V S65A S129V
S140V
Electrical Signal
S128V
Instrumentation
S141V
Bilge TI PI TI
Inert Gas Generator
Air Dryer Cooler
S131V S127V
3rd Deck S126V 3rd Deck
To Inert Gas Generator LS LS

(2.10.1a) From
Auxiliary
Condenser
BA55V S12V
(2.5.1a)
PI
DCS
BA39V BA40V Engine Room
Forward Bulkhead
PI PX
BA33V BA37V BA38V B103V
BA32V BA34V BA36V

To/From
PI PI PI
DCS PX DCS PX PX Port Water
DCS BA25V Ballast Tanks
PI
PS PS PS
DCS
BA35V
PI PI PI
Water BA24V PI PX
Ballast Pumps
PI 1 (Self PI 2 PI 3 (2800m3/h
DCS Priming) DCS DCS x 35mth)
CI CI CI
PX PX PX To/From
Starboard Water
BA43V BA42V
Ballast Tanks
BA26V BA28V BA30V

BA27V BA29V BA31V BA44V PI
Steering Gear Room PX PI
DCS
DCS
1
After BA48V PX
Peak Tank
BA46V
From Stripping BA54V
Water Spray Eductors
BA41V Pumps (5.14a) (300m3/h)
DCS
To To or Fire Pumps
Main SW Fire, Bilge & GS Pumps To Evaporator DCS (2.6.1a) BA45V
High Sea B104V Low
Inlet Chest Cooling Pumps and Water Spray Pumps SW Supply Pumps Sea Inlet PI
Emergency (2.5.1a) PX
(Starboard) (2.6.1a and 5.14a) Chest DCS
Bilge
Stern Tube
FW Cooling Sea Water Crossover Pipe 2
S101V To Fire Line S105V BA47V
Tank
Pressure Pump B47V


Ballast and Ship Side Valves Remote Control System Pressure switches control the pump cut in/cut out, with low oil pressure alarm f) Operate the hand pump until the valve has reached the desired
and pump failure alarms transmitted to the DCS. The oil level in the tank is position (visually or feed back from the limit switches). The
The hydraulic power unit consists of two main pumps and one topping-up monitored by a low level alarm switch, operated at 700 litres and a low low emergency hand pump can now be disconnected after first
pump. During normal operations, only one pump is required to meet the level pump cut out switch, operated at 500 litres. The system return has two 10 relieving the pressure on the hoses by opening the pump
demand, while the second pump is put on automatic standby cut-in mode micron paper filters arranged in parallel, with individual isolation valves. One unloading valve.
and will cut in when the system pressure is reduced to 100 bar. The topping of the filters is kept off line. The filters have a differential pressure alarm fitted
up pump is normally used to maintain the system pressure outside of general which is activated at 240kPa.
operations.
Pump Settings
All remotely operated valves are piston operated. The supply oil is distributed
to two solenoid valve cabinets situated in the engine room. The operation of Pump cut in 110 bar
the valves is conducted from the DCS in the cargo control room on G deck. Pump cut out 130 bar
The ship side valves, supplied from the solenoid cabinet situated on the Standby pump cut in 100 bar
starboard side of the engine room floor level, may be operated from their local High pressure alarm 140 bar
position or from the fire control centre, in addition to operation from the DCS
in the cargo control room on G deck Low pressure alarm 90 bar
ESDS operating pressure 85 bar
Solenoid Cabinet for Shipside and Ballast Valves in the Engine Room Relief valve 140 bar
Description Valve No.
Atmospheric condenser overboard S12V Emergency Hand Pump Operation
IG generator overboard I-9V All the cargo hydraulic piston type operating valves have an emergency hand
pump connection. There is a portable emergency hand pump unit available on
Ballast pump overboard BA55 deck for use on the ballast tank valves. The isolating valves on the distribution
Ballast eductor overboard BA54 block are first shut off and the hoses of the emergency hand pump fitted to the
snap-on connectors. Control of direction is via a hand operated changeover
Central cooler overboard S152V control block. The capacity of the sump tank is 6.5 litres.
Ballast eductor overboard BA54
Scoop inlet valve S13V Operating Procedure
Main condenser overboard S15V
a) Check that the emergency hand pump has the sump tank topped
up to the correct working level.
Hydraulic Power Pack Cargo
b) On the cylinder to be operated, isolate the hydraulic supply and
The unit consists of a 1,000 litre oil tank, with the two main and one topping return valves.
up pumps situated on top of the tank. Each main pump has a delivery rate of 54
litres/min at pressure of 130 bar. Suction is through 150 micron filters, before c) Fit the flexible hose snap-on connectors.
passing onto the main rail through individual non-return valves. There is a
bank of eight accumulators of 60 litre capacity each, pressurised to 90 bar with d) Shut the hand pump unloading valve.
nitrogen. Each accumulator has a drain valve, in order to drain down to the
main tank if required. The system is protected by 2 safety relief valves set at e) Operate the direction control valve lever to give the desired
140 bar, which returns to the tank via the main return line. There are no pump movement of the cylinder.
discharge line filters apart from the individual 10 micron paper filters fitted at
each solenoid cabinet station.

2.8 Fresh Water Systems
2.8.1 Central Fresh Water Cooling System
2.8.2 Cargo Machinery Fresh Water Cooling System
2.8.3 Domestic Fresh Water System
2.8.4 Purifier Operating Water System
Illustrations
2.8.1a Central Fresh Water Cooling System (1)
2.8.1b Central Fresh Water Cooling System (2)
2.8.2a Cargo Machinery Fresh Water Cooling System
2.8.3a Domestic Fresh Water System
2.8.3b Fresh Water Generator (Condensate Cooled)
2.8.4a Purifier Operating Water System


Illustration 2.8.1a Central Fresh Water Cooling System (1) Cargo Machinery
Fresh Water
Coolers
Upper
TI PI PS TI TI TI Deck
TI TI No.2 Turbine Alternator
No.2 Accomm. Bearings LO Cooler
AC Condenser AC Cooler for W80V W76V
W15V
Workshop
W51V W47V W73V
TI TI
TI PI PS TI Diesel To Fresh Water To
Generator No.2 Generator Turbine
Jacket Preheating Unit Expansion Tank Boiler Feed LO Cooler
No.1 Accomm. Engine (2.8.1b) Water Pump W72V W62V W64V
AC Condenser TI PI TI PI
LO Coolers,
W14V From
TI TI
Stern Tube Boiler Feed
Control LO Cooler No.1 Turbine Alternator Water Pump
TI TI Air Electric Heater and Bearings LO Cooler
PI PS LO Coolers,
Boiler Water W78V W79V
Stern Tube
No.2 Auxiliary Test Cooler LO Cooler
TIAH (2.8.1b) TI TI
AC Condenser TX TX TX and
W28V DCS HT Charge No.1 Generator Turbine Boiler Water
Air Cooler LO Cooler
Engine W70V W58V W60V Test Cooler
TI PI PS TI Jacket (2.8.1b)
W59V W48V W77V TIAH
Set at TI TI TX
85°C DCS
No.1 Auxiliary
AC Condenser No.2 Turb. Alt.
W27V LT Charge Air Cooler Air Cooler
W75V W53V W57V
W30V W50V W29V To TI TI TX TIAH
LO Cooler DCS
PI PS TI Air
TIAH
TX
No.1 Turb. Alt.
DCS TI Alternator Air Cooler TI Compressors Air Cooler
No.2 Provisions (2.8.1b) W74V W52V W56V
Refrigerant Condenser
W18V W26V W16V To
TI TX Engine Room
TIAH TX TI PI
DCS Drain Cooler
PI PS W17V W25V (2.8.1b)
TI TIAH TI Alternator Bearings TI No.2 Main
W9V TI PI
DCS LO Cooler Central Fresh
No.1 Provisions Water Cooler
Refrigerant Condenser
DCS TX W11V
TI
TI TI PI
I
No.2 Main P
TI PI
No.2 Nitrogen No.2 Nitrogen PI TI W12V No.1 Main
Turbines W8V
TI Compressor Generator TI TI PI Central Fresh
(Oil Cooler) (After Cooler) LO Cooler
Control Water Cooler
W67V W68V Air
TI PI PI TI
W10V
W41V W39V
No.1 Main PIAL
PX
DCS PI PX PS PS
No.1 Nitrogen No.1 Nitrogen Turbines
Compressor Generator W65V LO Cooler W66V
TI TI
(Oil Cooler) (After Cooler) W7V PS PS
W24V W22V
W40V W38V
W6V PI PI
No.2 AC Cooler for Key Main Central W42V W43V
PI PS Main Switchboard Room From From Fresh Water W4V 2 1
Air Engine Room Electrical Signal PI PI
and Engine Control Room Cooling Chemical
Compressors Drain Cooler Pumps 2 Dosing 1 From CI CI
(2.8.1b) (2.8.1b) Instrumentation (1100m3/h x Tank (20L) Fresh Water
W36V Expansion Tank W23V W21V
TI TI
33mth) CI CI
Fresh Water (2.8.1b)
No.1 AC Cooler for W45V Auxiliary Central Fresh Water
W3V W44V
PI PS Main Switchboard Room Air Cooling Booster Pumps
and Engine Control Room W1V
(145m3/h x 25mth)
W35V
TI TI


2.8 FRESH WATER SYSTEMS Valves in the central cooling system are manually set and must be set correctly Remote operation of a pump allows for control from the DCS graphic screen
in order to ensure coolant flow to a particular service. A three-way temperature pump faceplate. Auto may be selected provided that the pump is stopped, is set
2.8.1 CENTRAL FRESH WATER COOLING SYSTEM controlled valve at the central coolers regulates the flow of fresh water through to remote and is not tripped, and provided that the other pump is running.
the central coolers and thus the temperature of the fresh water in the system
is maintained at the desired value. The upper and lower temperature value In the event of a running pump tripping or delivering low-low pressure, the
Main Central Fresh Water Cooling Pumps
may be adjusted from the faceplate window for the three-way valve in the DCS activates an alarm and sends a start signal to the standby pump. Feedback
Maker: Teikoku Machinery Works Ltd graphic display screen T30-410-03 CENTRAL FRESH WATER COOLING from the standby pump indicating that the motor is running causes the pump
No. of sets: 2 SYSTEM. (See Distributed Control System Operation Guide for details of the colour on the graphic display screen icon to change to the running colour and
Type: Centrifugal DCS procedures). the standby selection is cancelled with the pump reverting to manual condition.
The DCS will not stop the original duty pump and the operating engineer must
Model: 350VCD-B2m
The two diesel generators are fitted with their own jacket water circulation investigate.
Capacity: 1,100m3/h at 33mth pumps, which are engine driven, thus ensuring correct circulation of water
through each engine when operating. There is an electrically powered jacket When the fault is rectified one of the pumps may be stopped and selected
Central Fresh Water Coolers water preheater. Two jacket preheating pumps, one duty and the other on for standby duty if required. Manual start is not available if a pump is set to
standby or shut down, circulate warmed water through the jacket system of the standby. If the operator wishes to start the second pump manually it must be
Maker: Alfa Laval standby diesel generator engine. This ensures that the standby diesel generator set to manual before it can be started from the DCS.
No. of sets: 2 is always available for duty.
Type: M30-FM If a running pump is changed from remote to off the DCS will activate an
alarm and start the standby pump. Visual indication of pump status is given
Pump Control on the DCS graphic screen T30-410-03. If the running pump is changed from
Introduction remote to local the changed status is indicated on the DCS graphic screen but
Main and auxiliary central fresh water cooling pumps may be controlled from no alarm is activated and the standby pump is not started.
The main central fresh water cooling system supplies cooling water to the diesel faceplates at the central fresh water cooling system graphic display screen
generator engines, the turbine generators, the accommodation air conditioning T30-410-03 or locally at the pumps. The auxiliary central fresh water cooling Pumps set to manual operation may be controlled locally or remotely from the
plant, the refrigeration plant, engine control room air conditioning plants, air system pumps may also be controlled from the cargo machinery fresh water DCS graphic screen. Pumps not set to remote cannot be started or stopped by
compressors, N2 generators/compressors, stern tube and feed water pump LO cooling system graphic display screen or locally. the DCS. Pumps may also be selected as tripped or off.
coolers, boiler water test cooler and the engine room drain cooler.
Pumps may be selected for standby (auto) mode which means that one pump
will be started as the duty pump and the other pump will be the standby pump. Manual
Two auxiliary central cooling fresh water boost pumps supply fresh water from
the main central cooling system to the cargo machinery fresh water coolers For normal operation by the DCS in standby mode the pumps must be set to Pumps may be manually started and stopped from the DCS graphic screen pump
located in the cargo machinery room. These coolers act to cool the fresh water auto and remote. faceplate provided that the pump is set to remote at the main switchboard. The
circulating in the cargo machinery cooling system. The cargo machinery fresh DCS activates an alarm if a pump trips or delivers a low discharge pressure
water cooling system is described in section 2.8.2. Upon initial start up the operator starts the selected pump from the DCS when in manual. If a low-low alarm is activated when both pumps are set
faceplate or locally and the pump icon will change colour to the operating to manual, the DCS does not start the second pump because it has not been
The boost system supplying fresh water to the cargo machinery central coolers or process colour when the pump is running. If a pump running signal is selected as the standby pump, nor will an alarm be activated.
is a subsystem of the main central fresh water cooling system and uses the not received by the DCS five seconds after the start command, a failure
same fresh water. The water is treated to inhibit corrosion by means of a alarm is activated. If a pump status changes when set to manual, the DCS graphic screen will
chemical dosing unit located at the main central cooling fresh water pump display the new status.
suction manifold. A main central cooling system expansion tank allows for When the duty pump is running the second pump may be selected as the
expansion in the system and make up should that be required. The expansion standby pump if it is available. This is done at the DCS by setting the pump
to auto and remote, and then selecting the pump for standby duty at the Local Operation
tank is fitted with a float operated supply valve which is connected to the
fresh water hydrophore system. This valve maintains the correct level of water pump faceplate on the graphic display screen T30-410-03. The duty pump Each pump has a LOCAL and REMOTE selector switch at the main
in the expansion tank. must also be set to remote. switchboard starter panel and a START and STOP pushbutton locally. The
Stop pushbutton can also be locked in the Stop position if required.
The main fresh water cooling pumps are identical and one will normally be set For the system to be in the automatic condition, allowing the standby pump
for duty with the other set as the standby pump to cut in automatically if the to start when required, both pumps must be set to the remote position. If Selection of the OFF pushbutton switches the pump off and it cannot be
duty pump fails. either pump is set to the local or of position the other pump cannot be started operated from the DCS unless the main switchboard selector switch is in the
automatically by the DCS. REMOTE position. An indication of the OFF selection is displayed at the DCS
The auxiliary central cooling fresh water boost pumps are also normally graphic screen by illumination of the Tripped/Off indicator and the pump icon
arranged with one as the duty pump and the other as the standby pump. on the graphic indicates that the pump is not running. The Isolated/Tripped
alarm is still operational.


Selection of LOCAL at the MSB starter panel allows the pump to be started b) Ensure all the pressure gauge and instrumentation valves are Position Description Valve
or stopped locally at the starter pushbutton panel and this inhibits the normal open and that all instruments and gauges are reading correctly.
Open No.2 N2 generator/compressor inlet valve W39V
start and stop from the DCS. Setting the pump in local control prevents it from Ensure that there is a control air supply at the three-way
being set as the standby pump. The DCS will indicate on the graphic screen temperature control valve. Open No.2 N2 generator/compressor outlet valve W41V
when the pump motor is running or stopped and will show that it is selected Open No.1 provision refrigeration condenser inlet valve
for local control. The alarm for Isolated/Tripped is still operational as is the c) Set up the valves as shown in the following table:
low discharge pressure alarm. Open No.1 provision refrigeration condenser outlet valve
Position Description Valve Open No.2 provision refrigeration condenser inlet valve
Selection of REMOTE at the at the MSB starter panel inhibits a local start of
Open No.1 main central FW cooling pump suction valve W1V Open No.2 provision refrigeration condenser outlet valve
the pump which can then only be started from the DCS graphic faceplate for
the pump. However, the pump stop from the local position will still operate. Open No.1 main central FW cooling pump discharge valve W4V Open No.1 auxiliary air conditioning condenser inlet valve
The local stop facility is available at all times for all pumps. Open No.2 main central FW cooling pump suction valve W3V Open No.1 auxiliary air conditioning condenser outlet valve
Open No.2 main central FW cooling pump discharge valve W6V Open No.2 auxiliary air conditioning condenser inlet valve
Blackout
Operational Three-way central cooler bypass valve W12V Open No.2 auxiliary air conditioning condenser outlet valve
At a blackout the DCS remembers which pump was the duty pump and at
the restoration of electrical power the duty pump will be started as part of the Open No.1 main central FW cooler inlet valve W8V Open No.1 main air conditioning condenser inlet valve
sequential restart system, provided that the pump is set to remote. If the duty Open No.1 main central FW cooler outlet valve W10V Open No.1 main air conditioning condenser outlet valve
pump fails to start within 5 seconds the standby pump will be started, if it was
set to auto before the blackout. Normal alarms resulting from the effects of Open No.2 main central FW cooler inlet valve W9V Open No.2 main air conditioning condenser inlet valve
the blackout are inhibited during the blackout but are restored when the duty Open No.2 main central FW cooler outlet valve W11V Open No.2 main air conditioning condenser outlet valve
pump is started and pressure is restored.
Open No.1 turbine generator air cooler inlet valve W74V Open Diesel generator engine cooling inlet valves W77V, W29V
Open No.1 turbine generator air cooler outlet valve W56V Open Diesel generator engine cooling outlet valves W59V, W30V
Temperature and Pressure Settings
Open No.2 turbine generator air cooler inlet valve W75V Open Alternator inlet valves W25V, W16V
The high and low temperature settings for the three-way temperature control Open No.2 turbine generator air cooler outlet valve W57V Open Alternator outlet valves W18V, W17V
valve may be set by clicking on the valve icon in the screen display T30-410-
04 in order to bring up the valve faceplate. At the faceplate the temperature Open No.1 turbine generator LO cooler inlet valve W70V Open Jacket preheater pump valves from generator engine
settings may be adjusted as described in the Distribution Control System Open No.1 turbine generator LO cooler outlet valve W60V Open Jacket preheater pump outlet valves to heater
Operation Guide and section 3.1. Alarm temperature settings for individual
Open No.1 turbine generator bearing LO cooler inlet valve W78V Open Jacket preheater outlet valve to generator engine
items of equipment may be set in a similar way by calling up the setting
faceplate for a particular temperature indicator. Open No.1 turbine generator bearing LO cooler outlet valve W79V Open Working air compressor inlet valve W121V
Open No.2 turbine generator LO cooler inlet valve W72V Open Working service air compressor outlet valve W125V
The pressure settings for operation of the standby pump and the alarms may
be set in a similar manner to the temperature settings of the three-way control Open No.2 turbine generator LO cooler outlet valve W64V Open No.1 control air compressor inlet valve W119V
valve except that the pressure setting faceplate is called up from the graphic Open No.2 turbine generator bearing LO cooler inlet valve W80V Open No.1 control air compressor outlet valve W123V
screen T30-410-04.
Open No.2 turbine generator bearing LO cooler outlet valve W76V Open No.2 control air compressor inlet valve W120V
Open No.1 engine control room unit cooler inlet valve Open No.2 control air compressor outlet valve W124V
Procedure for the Operation of the Fresh Water Cooling
System Open No.1 engine control room unit cooler outlet valve Open Engine room drain cooler inlet valve W105V
Open No.2 engine control room unit cooler inlet valve Open Engine room drain cooler outlet valve W106V
a) Ensure that the fresh water cooling system is fully charged with
water and that all air is vented from the system. Ensure that the Open No.2 engine control room unit cooler outlet valve Open Stern tube LO cooler inlet valve W117V
central fresh water cooling expansion tank is at the correct level Open Workshop AC cooler inlet valve W73V Open Stern tube LO cooler outlet valve W118V
and that the top up supply from the fresh water hydrophore
Open Workshop AC cooler outlet valve W51V Open No.1 feed water pump turbine LO cooler inlet valve W111V
system is available.
Open No.1 N2 generator/compressor inlet valve W38V Open No.1 feed water pump turbine LO cooler outlet valve W114V
Open No.1 N2 generator/compressor outlet valve W40V Open No.2 feed water pump turbine LO cooler inlet valve W112V


Position Description Valve j) At the fresh water cooling system graphic display T30-410- m) Test the water daily, using the chemical dosing system to restore
Open No.2 feed water pump turbine LO cooler outlet valve W115V 03 set both auxiliary central cooling FW booster pumps to the level of chemicals in the fresh cooling water system to the
REMOTE. level recommended.
Open Boiler water test room unit cooler inlet valve W122V
Open Boiler water test room unit cooler outlet valve W126V k) Select and start one auxiliary central cooling FW booster pump (Note: Operating pumps, main or auxiliary booster, may be changed during
as the duty pump and start that pump by clicking on the pump operation of the system and this can be done manually at the individual
Closed Make-up to expansion tank from hydrophore system W128V icon with the trackball to bring up the pump faceplate, then pump faceplates. With both pumps set to remote the faceplate of the
Closed Chemical dosing tank outlet valve W44V click on the START soft key. pump to be started is called up by clicking on the pump icon. At
the faceplate the START soft key is clicked to start the pump. The
Open No.1 auxiliary central cooling FW booster pump
l) If the second pump is available it may be set to AUTO to act as faceplate of the running pump to be shut down is called up by clicking
inlet valve W21V
the standby pump. on the pump icon and the STOP soft key is clicked to stop the pump.
Open No.1 auxiliary central cooling FW booster pump If both pumps remain selected in remote the pump which has just be
outlet valve W22V (Note: The duty pump may be started locally, however unless the other pump shut down will now act as the standby pump.)
is set to remote at the MSB starter panel, it will not act as the standby
pump.)
inlet valve W23V
Illustration 2.8.1b Central Fresh Water Cooling System (2)
outlet valve W24V Inspection
Cover
W128V To/From
Cargo Machinery Room Central
Fresh Water
Cooling System
Open No.1 cargo machinery FW cooler inlet valve FC-01 Main Central Fresh Water
Expansion Tank From
(2.8.1a)
(1m3) Fresh Water

Open No.1 cargo machinery FW cooler inlet valve FC-02 W127V
Hydrophore
Tank
Open No.2 cargo machinery FW cooler inlet valve FC-04 LS
LAL W129V
(2.8.1a) TI
Unit Cooler for
TI
DCS
Boiler Test Room
Open No.2 cargo machinery FW cooler inlet valve FC-05 To/From
W122V
W126V
Central
Fresh Water
Cooling System To Deck Scupper
d) At the fresh water cooling system graphic display T30-410-03 (2.8.1a)
set both main central cooling FW pumps to REMOTE.

TI TI
To/From Drain Cooler for
e) Select one main central cooling FW pump as the duty pump. Central
W105V Engine Room W106V
TI
No.2 Feed Water Pump
TI
Fresh Water
Start that pump by clicking on the pump icon with the trackball Cooling System W112V Turbine LO Cooler W115V
(2.8.1a)
to bring up the pump faceplate, then click on the START
soft key. TI TI
General Service Air
W121V Compressor W125V
f) If the second pump is available it may be set to AUTO and will TI TI
TI TI
act as the standby pump. No.2 Control Air No.1 Feed Water Pump
Compressor W111V Turbine LO Cooler W114V
W120V W124V
(Note: The duty pump may be started locally, however unless the other pump TI TI
is set to remote, it will not act as the standby pump.) To/From No.1 Control Air
Central Compressor
Fresh Water W119V W123V
g) Ensure that there is an electrical supply at the diesel generator Cooling System
(2.8.1a)
preheater. Key TI TI

h) When temperatures in the system are stable individual items of Instrumentation W117V Oil Cooler W118V
equipment may be operated. Fresh Water W116V
Air
To Deck Scupper
i) Check the system for leaks as temperatures rise. To Deck Scupper


Illustration 2.8.2a Cargo Machinery Fresh Water Cooling System
Inspection
Cover
CARGO COMPRESSOR ROOM CARGO MOTOR ROOM From Fresh Water
Hydrophore
Tank FC11 Key
Fresh Water
Drain Cooler For FC38 Expansion Tank
Gas Heater (1m3) Fresh Water
LAL LS
FC37 FC12 Air
On Deck Electrical Signal

FC13
Deaeration Instrumentation
Chamber
No.2 Low Duty
Compressor FC32
Lubricating Oil Cooler
No.2 High Duty
FC31 FC28
Compressor
Motor
FC14 FC15
FC27
PI PI
Chemical FC18 Auxiliary
Dosing No.2 Cargo Machinery
1 2 Fresh Water
Tank Fresh Water Cooler
Cooling Pumps
Chemical PI PI
Supply
No.1 Low Duty No.1 High Duty FC20
Compressor FC30 Compressor FC26 FC16 FC17
Lubricating Oil Cooler Motor
FC21
FC29 FC25 FC10
FC04
FC09
FC05
PX
PS No.1 Cargo Machinery

Fresh Water Cooler
No.2 High Duty PS
Compressor FC36
Control
FC35 Air FC08
I
P
FC23 FC07 FC01
FC02
TIAH TIC ENGINE ROOM

DCS DCS
M24V M22V PX PS PS
No.1 High Duty PI PI
Compressor FC34 TX TX Auxiliary
Lubricating Oil Cooler 2 1 Central Fresh Water
Cooling Booster Pumps
FC33 CI CI (145m3/h x 25mth)
To/From
Central Fresh Water M23V M21V
Cooling System


2.8.2 CARGO MACHINERY FRESH WATER COOLING Controls Pumps set to manual operation may be controlled locally or remotely from the
SYSTEM DCS graphic screen. Pumps not set to remote cannot be started or stopped by
Control of the auxiliary cooling fresh water pumps normally takes place from the DCS. Pumps may also be selected as tripped or off.
Auxiliary Central Fresh Water Cooling Boost Pumps the screen display diagram T30-410-04 CARGO MACHINERY FRESH
WATER COOLING SYSTEM, but there is a facility for local control from Manual
Maker: Teikoku Machinery Works Ltd the pump side by means of the MSB starter panel for each pump. At the
No. of sets: 2 screen display the pumps may be selected for auto or manual operation. Auto Pumps may be manually started and stopped from the DCS graphic screen
operation allows for a pump to operate as the standby pump which means that pump faceplate provided that the pump is set to remote. The DCS activates
Type: Centrifugal
one pump will be started as the duty pump and the other pump will be the an alarm if a pump trips or delivers a low discharge pressure when in manual.
Model: 125TVS-Am If a low-low alarm is activated when both pumps are set to manual, the DCS
standby pump. For normal operation by the DCS in standby mode the pumps
Capacity: 145m3/h at 25mth must be set to auto and remote. does not start the second pump because it has not been selected as the standby
pump, nor will an alarm be activated.
Upon initial start-up the operator starts the selected pump from the DCS
Introduction If a pump status changes when set to manual the DCS graphic screen will
faceplate or locally and the pump icon will change colour to the operating
or process colour when the pump is running. If a pump running signal is not display the new status.
The cargo machinery fresh water cooling system is independent of the central
received by the DCS five seconds after the start command a failure alarm is
cooling FW system but it is cooled by water from the central FW cooling
activated. Local Operation
system. The cargo machinery FW cooling system is located in the cargo motor
room and the cargo compressor room. Two cargo machinery FW coolers Each pump has a LOCAL and REMOTE selector switch at the main
When the duty pump is running the second pump may be selected as the
are cooled by water from the central FW cooling system, this water being switchboard starter panel and a START and STOP pushbutton locally. The
standby pump if it is available. This is done at the DCS by setting the pump
circulated by one of the two auxiliary central cooling FW booster pumps as Stop pushbutton can also be locked in the Stop position if required.
to auto and remote, and then selecting the pump for standby duty at the
mentioned in section 2.8.1.
pump faceplate on the graphic display screen T30-410-04. The duty pump
must also be set to remote. Selection of the OFF pushbutton switches the pump off and it cannot be
The cargo machinery FW cooling system has two auxiliary cooling FW pumps operated from the DCS unless the main switchboard selector switch is in the
to circulate water around the system, one of these pumps is normally selected REMOTE position. An indication of the OFF selection is displayed at the DCS
It one pump is stopped in local or off and the other pump is set to remote, the
as the duty pump and the other stopped or on standby ready to operate should graphic screen by illumination of the Tripped/Off indicator and the pump icon
pump set to remote may be started from the DCS faceplate for the pump but
the duty pump fail. The system has an expansion tank to allow for expansion on the graphic indicates that the pump is not running. The Isolated/Tripped
it cannot be set to auto as the other pump cannot be started automatically by
of the water during service; make up water is supplied to the expansion tank alarm is still operational.
the DCS.
from the fresh water hydrophore system.
Remote operation of a pump allows for control from the DCS graphic screen Selection of LOCAL at the MSB starter panel allows the pump to be started
The system is equipped with a deaeration chamber to allow for the removal of or stopped locally at the starter pushbutton panel and this inhibits the normal
pump faceplate. Auto may be selected provided that the pump is stopped, is set
air from the water flow and ensure that there is full water circulation throughout start and stop from the DCS. Setting the pump in local control prevents it from
to remote and is not tripped, and provided that the other pump is running.
the system. A chemical dosing tank allows for the injection of corrosion being set as the standby pump. The DCS will indicate on the graphic screen
inhibiting chemicals. The temperature of the circulating water is regulated by when the pump motor is running or stopped and will show that it is selected
In the event of a running pump tripping or delivering low-low pressure the
having a portion of the water flow through the coolers, a three-way temperature for local control. The alarm for Isolated/Tripped is still operational as is the
DCS activates an alarm and sends a start signal to the standby pump and the
controlled valve controls the flow of water through the coolers. low discharge pressure alarm.
pump colour on the graphic display screen icon will change to the running
The following items of equipment are cooled by water flowing in the cargo colour and the standby selection is cancelled with the pump reverting to
manual condition. The DCS will not stop the original duty pump and the Selection of remote at the at the MSB starter panel inhibits a local start of the
machinery FW cooling system: pump which can then only be started from the DCS graphic faceplate for the
operating engineer must investigate.
pump. However, the pump stop from the local position will still operate. The
• High duty compressor motors Manual start is not available if a pump is set to standby. If the operator local stop facility is available at all times for all pumps.
• Drain cooler for gas heater wishes to start the second pump it must be set to manual before it can be
started from the DCS. Blackout
• High duty compressor LO coolers
At a blackout the DCS remembers which pump was the duty pump and at
• Low duty compressor LO coolers If a running pump is changed from remote to off the DCS will activate an
the restoration of electrical power the duty pump will be started as part of the
alarm and start the standby pump. Visual indication of pump status is given
sequential restart system, provided that the pump is set to remote. If the duty
on the DCS graphic screen T30-410-04. If the running pump is changed from
pump fails to start within 5 seconds the standby pump will be started, if it was
remote to local the changed status is indicated on the DCS graphic screen but
set to auto before the blackout.
no alarm is activated and the standby pump is not started.


Illustration 2.8.2a Cargo Machinery Fresh Water Cooling System
Inspection
Cover
CARGO COMPRESSOR ROOM CARGO MOTOR ROOM From Fresh Water
Hydrophore
Tank FC11 Key
Fresh Water
Drain Cooler For FC38 Expansion Tank
Gas Heater (1m3) Fresh Water
LAL LS
FC37 FC12 Air
On Deck Electrical Signal

FC13
Deaeration Instrumentation
Chamber
No.2 Low Duty
Compressor FC32
No.2 High Duty
FC31 FC28
Compressor
Motor
FC14 FC15
FC27
PI PI
Chemical FC18 Auxiliary
Dosing No.2 Cargo Machinery
1 2 Fresh Water
Tank Fresh Water Cooler
Cooling Pumps
Chemical PI PI
Supply
No.1 Low Duty No.1 High Duty FC20
Compressor FC30 Compressor FC26 FC16 FC17
Lubricating Oil Cooler Motor
FC21
FC29 FC25 FC10
FC04
FC09
FC05
PX
PS No.1 Cargo Machinery

Fresh Water Cooler
No.2 High Duty PS
Compressor FC36
Control
FC35 Air FC08
I
P
FC23 FC07 FC01
FC02
TIAH TIC ENGINE ROOM

DCS DCS
M24V M22V PX PS PS
No.1 High Duty PI PI
Compressor FC34 TX TX Auxiliary
Lubricating Oil Cooler 2 1 Central Fresh Water
Cooling Booster Pumps
FC33 CI CI (145m3/h x 25mth)
To/From
Central Fresh Water M23V M21V
Cooling System


Normal alarms resulting from the effects of the blackout are inhibited during Position Description Valve (Note: Duty pumps may be changed during operation of the system and this
the blackout but are restored when the duty pump is started and pressure is can be done manually at the individual pump faceplates. With both
Open No.1 cargo machinery cooler outlet valve FC07
restored. pumps set to remote the faceplate of the pump to be started is called
Operational Three-way temperature control valve FC23 up by clicking on the pump icon. At the faceplate the START soft key
Temperature and Pressure Settings is clicked to start the pump. The faceplate of the running pump to be
Closed Chemical dosing tank inlet valve FC21
shut down is called up by clicking on the pump icon and the STOP
The high and low temperature settings for the three-way temperature control Closed Chemical dosing tank outlet valve FC18 soft key is clicked to stop the pump. If both pumps remain selected in
valve may be set by clicking on the valve icon in the screen display remote, the pump which has just been shut down will now act as the
Open No.1 HD compressor motor inlet valve FC25
T30-410-04 in order to bring up the valve faceplate. At the faceplate the standby pump.)
temperature settings may be adjusted as described in Part 1 and section 3.1. Open No.1 HD compressor motor outlet valve FC26
Open No.2 HD compressor motor inlet valve FC27
The pressure settings for operation of the standby pump and the alarms may
be set in a similar manner to the temperature settings of the three-way control Open No.2 HD compressor motor outlet valve FC28
valve except that the pressure setting faceplate is called up from the graphic Open No.1 HD compressor LO cooler inlet valve FC33
screen T30-410-04.
Open No.1 HD compressor LO cooler outlet valve FC34
Open No.2 HD compressor LO cooler inlet valve FC35
Procedure for the Operation of the Cargo Machinery Fresh
Water Cooling System Open No.2 HD compressor LO cooler outlet valve FC36
Open No.1 LD compressor LO cooler inlet valve FC29
a) Ensure that the cargo machinery fresh water cooling system
is fully charged with water and that all air is vented from the Open No.1 LD compressor LO cooler outlet valve FC30
system. Ensure that the expansion tank is at the correct level Open No.2 LD compressor LO cooler inlet valve FC31
and that the top up supply from the fresh water hydrophore
Open No.2 LD compressor LO cooler outlet valve FC32
system is available.
Open Drain cooler for gas heater inlet valve FC37
b) Ensure all the pressure gauge and instrumentation valves are
Open Drain cooler for gas heater outlet valve FC38
open and that all instruments and gauges are reading correctly.
Ensure that there is a control air supply at the three-way
temperature control valve. e) At the cargo machinery fresh water cooling system graphic
display T30-410-04, set both auxiliary cooling FW pumps to
c) Ensure that the central fresh water cooling system is operating remote.
and that one of the auxiliary central cooling FW booster pumps
is operating and supplying water to the cargo machinery fresh f) Select one auxiliary cooling FW pump as the duty pump and
water coolers. start that pump by clicking on the pump icon with the trackball
to bring up the pump faceplate, then click on the START soft
d) Set up the valves as shown in the following table: key.
Position Description Valve g) If the second pump is available it may be set to AUTO to act
as the standby pump.
Open No.1 auxiliary FW cooling pump suction valve FC14
Open No.1 auxiliary FW cooling pump discharge valve FC16 (Note: The duty pump may be started locally, however unless the other pump
Open No.2 auxiliary FW cooling pump suction valve FC15 is set to remote, it will not act as the standby pump.)
Open No.2 auxiliary FW cooling pump discharge valve FC17 h) Check the system for leaks as temperatures rise.
Open Expansion tank outlet valve FC13
i) Test the water daily, using the chemical dosing system to restore
Closed Expansion tank replenishing valve FC11 the level of chemicals in the fresh cooling water system to the
Closed Expansion tank drain valve FC12 level recommended.
Open No.1 cargo machinery cooler inlet valve FC08


Illustration 2.8.3a Domestic Fresh Water System
To/From To Accommodation To Accommodation
(P) (P)
Accommodation Fresh Water Sanitary Water To Fresh Water Hydrant
Fresh Water To Galley Fire Fighting System Service No.4 Cargo Hold Aft (S)
Mineralizer Drinking Water
Filling FS
Fountain Upper Deck
Upper Deck (3,750l/h)
Steering Gear (Near ECR)
Room Key
D55V
LIAHL Domestic
FW4V Silver Ion Fresh Water
DCS Fresh D51V
Water Sterilizer D37V
D35V Hot Fresh Water
Tank (P) (3,750l/h)
FW2V
LX (289.2m3) Air
D49V D36V
Sterilizer
FW8V S Electrical Signal
(2,000l/h)
D22V
LIAHL Drinking Water
DCS Distilled FW6V Hydrophore Unit PI PS On 5.5bar Instrumentation
From Off 6.5bar Wash Basin for
Water (1,000L) Cartridge Type Wash Boiler Water Test
General Service PI
Tank (P) Drinking Water Basin
Air System Set at Toilet
LX (231.5m3) FW12V Filter
7.5bar D44V D52V
(2m3/h)
FW10V D27V
Engine Room Toilet
D14V D28V D29V D30V
D26V
Pumps 1 & 2
(6m3/h x 65mth) Workshop Fresh Water
D31V Service
D53V
D15V To Condensate To Sewage Collecting
Water Line Wash Basin in
Tank
Workshop D18V
Fresh Water On 5.5bar To Fresh Water Cooling
Stern PI PS Expansion Tank
From Hydrophore Unit Off 6.5bar
Tube General Service (2,000L) 2nd Deck Fresh Water
Fresh Set at D60V
Air System Service
Water D11V 7.5bar D50V
Cooling 2 To IGG Burner
Tank D24V D20V
D25V IGG Air Dryer Cleaning/
1 IGG Refrigeration Cooler
D23V D61V
Pumps
Generator Engine
(10m3/h x 70mth)
D54V Turbocharger Cleaning
Sea Water PI PI D43V
Steering Gear Room
Cooled Set at
FW Generator 2 8.8bar
FW30V Fresh Water Service
Condensate PI TI
(45 ton/day) D39V D41V To Hot Foam Poop Deck Fresh Water
Cooled
FW Generator
PI PI System(For Rinsing FW29V Service
LIAHL FW11V Section 5.9a)
DCS Distilled To (45 ton/day)
Deck 1 Calorifier To Distilling Plant
Water D19V
Scupper D38V D40V (800L) Chemical Dosing Unit
Tank (S) FW5V SX SX
LX (231.5m3) Hot Water D58V D57V
Circulating Pumps Floor Fresh Water
(2m3/h x 10mth) Service
FW9V D42V Oily Bilge Separator
LIAHL
Filling (Floor Port)
Domestic S S
DCS Salinity Salinity 4th Deck Fresh Water
Fresh FW1V Panel Panel Service (Near FW Gen.)
D48V
Water S S Floor Fresh Water
Tank (S) Service
LX FW3V D47V
(289.2m3) FI FI
PI PI 3rd Deck Fresh Water
FW7V To Purifying D46V Service (Aft)
To
Steering Gear Operating Water 3rd Deck Fresh Water
Deck
Room System D34V Service (Fwd)
D17V D16V Scupper
D21V To Chemical Store Room
Shower


2.8.3 DOMESTIC FRESH WATER SYSTEM Steriliser (Silver Ion) The combined brine/air ejector is driven by the distillation plant SW feed pump
Maker: Jowa AB (see section 2.5.2) which creates a vacuum in the system in order to lower the
Fresh Water Generators evaporation temperature of the feed water.
No. of sets: 1
Maker: Alfa Laval Desalt A/S Model: Jowa AG-S The feed water is introduced into the evaporator section through a spring
No. of sets: 2 Type: Silver ion operated regulating valve and is distributed into every second plate channel
Type: Low pressure Capacity: 3.75m3/h fresh water via the evaporation channels.
Model: VPS-36-100/125
Desuperheated steam is distributed into the remaining channels, thus
Capacity: 45 tons/day transferring its heat to the feed water in the evaporation channels. Having
Steriliser (Ultraviolet)
reached boiling temperature, which is lower than at atmospheric pressure,
Maker: Samkun Century
Fresh Water Hydrophore Pumps the feed water undergoes a partial evaporation and the mixture of generated
No. of sets: 1 vapour and brine enters the separator vessel. Here the brine is separated from
Maker: Teikoku Machinery Works Ltd Model: JS-2000 the vapour and extracted by the combined brine/air ejector.
No. of sets: 2 Type: Ultraviolet
Type: Centrifugal After passing through a demister the vapour enters every second plate channel
Capacity: 2.0m3/h fresh water
Model: 50MSS-Bm in the condenser section.
Capacity: 10m3/h at 70mth
Mineraliser The sea water supplied by the distillation plant SW feed pump circulates
through the remaining channels, thus absorbing the heat being transferred
Maker: Dong-Geon Machinery from the condensing vapour.
Fresh Water Hydrophore Tank
No. of sets: 1
Maker: Teikoku Machinery Works Ltd Model: DGM Fresh water is produced, extracted by the distillate pump and discharged
Model: UH-2.0-2-R Type: Hardness and ph adjusting through a salinometer which monitors the salinity of the water. Should the
Capacity: 2.0m3 salinity rise above a preset value an alarm is sounded and the fresh water
Capacity: 3.75m3/h fresh water
is dumped to the bilge tank. There is a flow meter at the distillate pump
discharge.
Drinking Water Hydrophore Pumps
Calorifier
Maker: Teikoku Machinery Works Ltd Distillate from the FW generator is discharged to the domestic fresh water
Maker: Kangrim Industries tanks and the distilled water tanks. Water from the distillation plant flows
No. of sets: 2
No. of sets: 1 directly to the distilled water tanks but the supply of water to the domestic
Type: Centrifugal fresh water tanks first passes through a silver ion steriliser and then a
Model: LF08SECN
Model: 50MSS-Bm mineraliser before flowing to the tanks.
Type: Steam and electric
Capacity: 6.0m3/h at 65mth
Capacity: 2.0m3/h
Fresh Water Quality
Drinking Water Hydrophore Tank (Note: Conditions within the evaporator system and fresh/distilled water tanks A salinometer is provided at the distillate outlet to continuously check the
are displayed in the graphic screen T30-410-02 EVAPORATOR. This quality of the fresh water produced by each of the distillation plants. If the
Maker: Teikoku Machinery Works Ltd shows tank contents, operating pumps, system pressures and system salinity of the fresh water produced exceeds the chosen maximum value, the
Model: UH-1.0-2-R temperatures.) dump valve and alarm are activated to automatically dump the produced fresh
Capacity: 1.0m3 water to the bilge.
Evaporator/Distillation Plant System
Hot Water Circulating Pumps
Introduction
No. of sets: 2 There are two fresh water distillation plants installed and these operate at low
Type: Centrifugal pressure using desuperheated steam as the heat source (see section 2.1.7). No.2
distillation plant is condensate cooled and No.1 distillation plant is sea water
Model: 50MSS-JH1m cooled. Each fresh water generator is self-contained with its own combined
Capacity: 2.0m3/h at 10mth brine/air ejector and distillate pump.


Illustration 2.8.3b Fresh Water Generator (Condensate Cooled)
FW Filling
Port Starboard Upper Deck
To PI TI
Gland Steam VA-EI-01
FW4V FW3V Condenser PX
Port Starboard
Domestic Domestic Set at 1.0bar
From
Fresh Water Fresh Water Sea Water Cooled
Tank Steering Gear Tank
LIAHL Room LIAHL Fresh Water
(289.2m3) LX LX (289.2m3) Generator M27V
DCS DCS
M12V
D16V
FW5V PI SX Distillate
Port FW6V Starboard M28V
From S Pump
Distilled Distilled
Water Water Main Condensate
Tank Tank Pumps Discharge PI TI
(231.5m3) (231.5m3)
LIAHL LIAHL D17V
LX LX
DCS DCS
TC
From
Control Air
System
Ion S Condensate
Exchanger Pump
PI AGV-80 Type To S
(3,750l/h) PI Atmospheric
M51V Drain Tank
From
Dong-Geon Fresh Water
From S
Mineraliser P PS PI System
DGM-Type I Main Condensate
(3,750l/h) Pumps Discharge TI
X19V TI PI D-57V
To X17V
Sea Water Cooled Chemical
From Fresh Water Dosing
S Exhaust Steam S108V
Generator To Tank
System (2.1.7a) Atmospheric VA-FT-01
D49V Drain Tank
4th Deck 4th Deck
Key
To
Desuperheated Steam Fire, Bilge & GS Pumps 125V PI
(2.6.1a & 5.1a) S137V S136V
Electric Signal To PI Fresh Water PI
Ballast Pumps Generators S110V
Fresh Water (2.7a) Sea Water
CI Supply Pumps CI
Instrumentation
(90m3/h x 43mth)
To To
Condensate SW Suction
Main SW Fire Main
High Sea From DCS Cooling Pumps To ER Bilge Pumps S135V S134V Pressure Pump From DCS Low
Inlet Chest Control Air (2.6.1a) Sea Inlet
(2.5.2a) (5.1b)
(Starboard) Chest
LS M Sea Water M LS (Port)
Sea Water Crossover Pipe
S101V S105V


Main Components Steam pressure is regulated during operation by means of the controller Evaporation
mounted on the control panel, the controller receiving an input signal from the
When there is a minimum of 90 % vacuum (after maximum 10 minutes).
The fresh water generator consists of the following components: steam inlet temperature transmitter. The maximum steam inlet temperature is
100°C.
g) Open the valve VA-FT-01 for feed water treatment and ensure
Evaporator Section that the chemical dosing tank is full. Dose at a flow rate of 20-
The desuperheating system ensures that the correct steam conditions exist at
40cc/min.
The evaporator section consists of a plate heat exchanger and is enclosed in the inlet to the heat exchanger. When required, water from the main condenser
the separator vessel. pump is injected into the steam flow to the heat exchanger, after the steam
h) Open the condensate valve X22V to the atmospheric drain
regulating valve.
cooler for No.1 plant and X17V for No.2 plant.
Separator Vessel
The separator separates the brine from the vapour. Operating Procedure i) Open the steam inlet drain valves X64V and X63V for No.1
plant and X67V and X66V for No.2 plant.
No.1 distillation plant is sea water cooled and No.2 plant is condensate
Condenser Section cooled. j) Open the steam supply valve X24V for No.1 plant and X19V
The condenser section is similar the evaporator section in that it consists of a for No.2 plant. The steam supply valve from the 4.9 bar system
plate heat exchanger enclosed in the separator vessel. WARNING X18V and from the low pressure turbine bleed steam system
Do not operate the plant in polluted water. Fresh water must not be X44V must also be opened.
produced from polluted water, as the produced water will be unsuitable
Combined Brine/Air Ejector k) Set the steam pressure regulating valve by adjusting the
for human consumption, due to the low boiling temperature within the
The ejector extracts brine and incondensable gases from the separator vessel. evaporator section. temperature controller at the control panel to 14°open.
l) Slowly open the inlet valve X15V to the 4.9/228mmHg pressure

Distillation Plant Sea Water Feed Pumps Starting control valve. The valve will slowly close to control the steam
The distillation plant SW feed pumps are of the single-stage centrifugal type. a) Ensure that all pressure and temperature gauge root valves are pressure. Set the valve to 0.007 open on the DCS screen T30-
These pumps supply the condenser with sea water and the brine/air ejector open. 407-01.
with jet water, as well as feed water for evaporation.
b) Set either the No.1 or No.2 distillation plant SW feed pump m) Start the condensate extraction pump.
Distillate Pump valves as described in section 2.5.2, ensuring that the overboard
discharge valve S110V is open. n) Open the desuperheating condensate spray inlet valve M-50V
The distillate pump is a single-stage centrifugal pump it extracts the produced and regulate the spray to 4 bar.
fresh water from the condenser and pumps the water to the fresh water tank. c) On the condensate cooled distillation plant open the condensate
cooling inlet valve X28V, outlet valve X27V and close in the o) Open the distillate pump discharge valve.
Salinometer bypass valve X12V to 3 turns open.
n) Slowly increase the temperature controller at the control panel
The salinometer continuously checks the salinity of the produced water. The d) Close the air screw (vacuum release valve) VA-EI-01 on the to 18°open.
alarm set point is adjustable. separator and all drain valves.
p) Once the evaporator starts to produce water, start the distillate
Control Panel e) Start the distillation plant SW feed pump to create a vacuum of pump and set the alarm to 1ppm.
a minimum of 90%. The feed water will now be supplied into
A control panel contains motor starters, running lights and contacts for remote
the evaporator. q) Start the distillate pump.
alarm. A salinity panel is located at the side of the distillation plant with LCD
indicators ranging from 0.5 - 20ppm. The panel also contains a 10ppm test
f) Open the control air supply to the steam pressure regulating If the ppm of the water produced is higher than the set point, it will recirculate
function and control buttons to set the alarm point.
valve and the condensate spray inlet valve. back to the evaporator. When the ppm falls below the set point, the recirculating
solenoid valve will close and the discharge solenoid valve will to the tanks will
Desuperheating System Minimum pressure at the combined brine/air ejector inlet should be 3 bar. open.
Steam supplied to the distillation plant comes from the 5.0 bar auxiliary steam Maximum back pressure at the combined brine/air ejector outlet should be no
system and from the low pressure turbine bleed steam system. The steam valve more than 6 bar. r) Slowly increase the temperature controller at the control panel
VA-SS-02 is a combined steam pressure regulating valve and safety cut-off to 25°open.
valve.


Illustration 2.8.3b Fresh Water Generator (Condensate Cooled)
FW Filling
Port Starboard Upper Deck
To PI TI
Gland Steam VA-EI-01
FW4V FW3V Condenser PX
Port Starboard
Domestic Domestic Set at 1.0bar
From
Fresh Water Fresh Water
Tank Steering Gear Tank
Sea Water Cooled
LIAHL Room LIAHL Fresh Water
(289.2m3) LX LX (289.2m3) Generator M27V
DCS DCS
M12V
D16V
FW5V PI SX Distillate
Port FW6V Starboard M28V
From S Pump
Distilled Distilled
Water Water Main Condensate
Tank Tank Pumps Discharge PI TI
(231.5m3) (231.5m3)
LIAHL LIAHL D17V
LX LX
DCS DCS
TC
From
Control Air
System
Ion S Condensate
Exchanger Pump
PI AGV-80 Type To S
(3,750l/h) PI Atmospheric
M51V Drain Tank
From
Dong-Geon Fresh Water
From S
Mineraliser P PS PI System
DGM-Type I Main Condensate
(3,750l/h) Pumps Discharge TI
X19V TI PI D-57V
To X17V
Sea Water Cooled Chemical
From Fresh Water Dosing
S Exhaust Steam S108V
Generator To Tank
System (2.1.7a) Atmospheric VA-FT-01
D49V Drain Tank
4th Deck 4th Deck
Key
To
Desuperheated Steam Fire, Bilge & GS Pumps 125V PI
(2.6.1a & 5.1a) S137V S136V
Electric Signal To PI Fresh Water PI
Ballast Pumps Generators S110V
Fresh Water (2.7a) Sea Water
CI Supply Pumps CI
Instrumentation
(90m3/h x 43mth)
To To
Condensate SW Suction
Main SW Fire Main
High Sea From DCS Cooling Pumps To ER Bilge Pumps S135V S134V Pressure Pump From DCS Low
Inlet Chest Control Air (2.6.1a) Sea Inlet
(2.5.2a) (5.1b)
(Starboard) Chest
LS M Sea Water M LS (Port)
Sea Water Crossover Pipe
S101V S105V


Opening the steam valve causes the pressure to increase in the line. As the The silver steriliser destroys bacteria and leaves a residue of silver ions in the Domestic Fresh Water System
temperature reaches 80°C the spray water solenoid valve opens automatically stored water, thus providing effective sterilisation whilst the water is stored
and cools down the steam to the evaporator. in the tanks. The mineraliser removes carbonic acid gas from the water to Introduction
produce a neutral or slightly alkaline condition.
s) Place the steam controller onto AUTO mode and raise the There are separate drinking water and fresh water systems each with its own
salinity alarm point to 3ppm and place on AUTO mode. As the water passes between two electrodes in the sterilising unit, through hydrophore tank and associated pumps. The drinking water system provides
which a small current is passed, the ions are released and sterilise the water. the galley and drinking fountains with cold fresh water. The fresh water
Sterilisation by this method ensures that the water is maintained in a good hydrophore unit provides the ship with cold fresh water for sanitary, fire
Shutting Down fighting and technical services.
condition, even when stored in the tanks for a period of time.
a) Close the steam pressure regulating valve by slowly lowering
the steam temperature set point. The silver electrodes should be inspected and changed when all the silver The fresh water hydrophore unit also supplies water to the calorifier and
coating has depleted. The dosing of the water is automatic and is set depending the hot water circulation pumps supply hot water from the calorifier to the
b) Close the control air inlet valve. on the flow of the water. accommodation.
c) Close the steam valve X19V for the No.1 plant and X24V for Normally one domestic fresh water tank is in use and the other tank is being Water may be taken from a shore supply or a barge by means of water
No.2 plant. filled. Domestic fresh water and distilled water tanks may also be filled at the bunkering lines located on the port and starboard sides of the ship.
same time.
d) Close the desuperheating condensate spray inlet valve M-50V. The water bunkering line connects with the distillate supply line by means of
valve D51V which should normally be closed.
e) Close the feed water treatment valve VA-FT-01.
Procedure for Pumping Distillate to the Distilled Water Tanks
Taking water from a shore supply or barge requires the blank at the port or
a) Operate the evaporator as described above and open the starboard connection to be removed, the pipe attached and the bunkering valve
f) Stop the distillate and condensate pumps.
distilled water tank filling valves as required. There are port opened. Valve D51V must be opened and water pumped to the storage tanks
and starboard distilled water tanks of 231.5m3 each, which are through the silver ion steriliser and mineraliser.
g) Switch off the salinometer.
located in the steering gear room.
h) Stop the SW ejector pump.
Drinking Water System
Procedure for Pumping Distillate to the Domestic Fresh Water
i) Open the air screw valve VA-EI-01. Tanks There are two drinking water hydrophore pumps which take suction from the
domestic fresh water tanks. These pumps deliver fresh water to the drinking
j) Close the SW ejector pump suction valve S134V and discharge a) Operate the evaporator as described above and open the water hydrophore tank which is maintained under pressure by air from the
valve S136V. domestic fresh water tank filling valves as required. There are general service air system. The pressure in the tank controls the starting and
port and starboard domestic fresh water tanks of 289.2m3 each, stopping of the hydrophore pump which is done automatically by the pump
k) Close the brine/air ejector overboard discharge valve S110V. which are located in the steering gear room. control. One of the pumps is set to the run position at the local panel and the
other pump is set to the off or tripped position. The graphic screen T30-410-01
l) Close the valve on the water tank (either FW or DW). b) Open the silver ion steriliser inlet and outlet valves and supply DOMESTIC WATER SERVICES displays the operating status of the pumps
electrical power to the silver ion steriliser unit. and indicates any steriliser fault.
Distillate Transfer System
c) Close the silver ion steriliser bypass valve D49V. As the water is used, the tank pressure drops allowing the duty pump to start
automatically and refill the tank. As the pressure in the system increases to a
Introduction d) Set the mineraliser inlet and outlet valves so that distillate flows predetermined value the pump will automatically stop.
through the mineraliser.
Distillate is pumped from the evaporator by the distillate pump and may Water from the hydrophore tank flows through a cartridge type drinking water
be discharged to either the distilled water tanks or the domestic fresh water e) Open the filling valve to the port (FW4V) or starboard (FW3V) filter and an ultraviolet steriliser before supplying the drinking water fountain,
tanks. Distillate is pumped directly to the distilled water tanks, but if it is to domestic fresh water tank as required. the galley and other drinking water supply outlets. The cartridge filter and
be pumped to the domestic water tanks, it is first passed through the silver ion ultraviolet steriliser may be bypassed if necessary.
steriliser and the mineraliser. (Note: At the branch pipe to the silver ion steriliser and mineraliser there
is a solenoid valve controlled by the silver ion steriliser. This valve
prevents water flowing to the domestic fresh water tanks unless the
silver ion steriliser is operating.)


Procedure for Operation of the Drinking Water System Fresh Water System b) Vent the fresh water hydrophore tank and, using the No.1 FW
pump in local control, fill it until the water level gauge glass is
Assume the port domestic FW tank and No.1 drinking water pump are in use. There are two fresh water hydrophore pumps which take suction from the ¾ full; stop the pump. Open the suction valves D23V and D24V
domestic fresh water tanks. These pumps deliver fresh water to the fresh water for the fresh water hydrophore pumps together with the pump
a) Check that there is sufficient water in the domestic FW tank to hydrophore tank which is maintained under pressure by air from the general discharge valves. The cross-connection valve between the port
meet the immediate demand. service air system. The pressure in the tank controls the starting and stopping and starboard tanks D15V should also be open.
of the duty fresh water hydrophore pump which is set to automatic operation
b) Vent the drinking water hydrophore tank and, using the No.1 by the system controls. Pumps must be set to remote operation at the fresh c) Open the air supply valve and pressurise the hydrophore tank
drinking water pump on LOCAL, fill it until the water level water pump local control panel. Pumps not set to remote cannot be controlled using the general service air supply pressure. The hydrophore
gauge glass is ¾ full then stop the pump. Open suction valves from the DCS. tank level gauge valves must be open.
D26V and D27V for the drinking water hydrophore pumps
together with the pump discharge valves. The cross-connection Each pump has a LOCAL and REMOTE selector switch at the main d) The fresh water hydrophore tank is now operational and FW can
valve between the port and starboard tanks D15V should also switchboard starter panel and a START and STOP pushbutton locally. The be supplied to the various users.
be open. Stop pushbutton can also be locked in the Stop position if required When the
switch is in the stop position the pump motor cannot be started and a tripped (Note: The starboard domestic FW tank outlet valve must be closed as this
c) Open the air supply valve and pressurise the hydrophore tank indication is given on the DCS screen T30-410-01. With the MSB selector in tank will be filling from the evaporator.)
using the general service air supply pressure. The hydrophore the local position the pump motor may be started from the local starter panel
tank level gauge valves must be open. but not from the DCS. The DCS screen T30-410-01 indicates local for the e) Set both fresh water hydrophore pumps to remote at the local
pump status. When the MSB selector is in the remote position local start is control panel. Start No.1 pump by clicking on the pump icon to
d) The drinking water hydrophore tank is now operational and inhibited and the pump motor may only be started from the DCS screen. call up the pump faceplate at the DCS screen T30-410-01, then
drinking water can be supplied to the various users. click on the START soft key. The pump will start and operate
At the domestic water system graphic screen T30-410-01 the pump faceplate is in automatic mode with control from the pressure switches
(Note: The starboard domestic FW tank outlet valve must be closed as this called up by clicking on the pump icon. At the faceplate of the selected pump stopping and starting the pump as necessary.
tank will be filling from the evaporator.) the pump is started by clicking on the START soft key. The duty pump will cut
in and out according to the pressure in the fresh water hydrophore tank. f) Set the valves as in the following table:
e) Start the No.1 drinking water pump at the pump control panel
and allow it to cut in and out as required in order to maintain The pump may be selected for local control when the pump is started and Position Description Valve
pressure in the system and level in the tank. stopped at the control panel at the pump unit. It cannot be started or stopped Open Fresh water hydrophore tank outlet valve D25V
from the DCS screen T30-410-01 when in local control.
f) Set the valves as in the following table: Open Calorifier system inlet valve D58V
As the water is used, the tank pressure drops allowing the duty pump to start Open Fresh water system supply valve D60V
Position Description Valve automatically and refill the tank. As the pressure in the system increases to a
Open 3rd deck forward FW service outlet valve D34V
Open Drinking water hydrophore tank outlet valve D28V predetermined value the pump will automatically stop.
Open 3rd deck aft FW service outlet valve D46V
Open Cartridge type filter inlet valve D29V Should either pump be running for a prolonged period of time, as set in the
Open Floor FW service outlet valve D47V
Open Cartridge type filter outlet valve D30V starter control box, an alarm will be sounded and PUMP LONG RUN will be
displayed on the DCS screen T30-410-01. Open Floor FW service outlet valve D42V
Closed Cartridge type filter bypass valve D31V
Open 4th deck forward FW service outlet valve D48V
Open Ultraviolet steriliser inlet valve D36V In the event of a blackout the DCS remembers which pump was operating,
provided that it was set to remote, and will start the pump as part of the Open Floor FW service outlet valve D47V
Open Ultraviolet steriliser outlet valve D37V
sequential restart system. Open Distillation plant chemical dosing unit supply valve D57V
Closed Ultraviolet steriliser bypass valve D35V
Open Distillation plant chemical dosing unit supply valve D19V
Open Engine room cold water fountain inlet valve Procedure for Operation of the Fresh Water System Open Poop deck FW service outlet valve FW29V
Assume the port domestic FW tank and No.1 fresh water pump are in use. Open Steering gear room FW service outlet valve FW30V
The drinking water system will operate as required and the duty pump will
maintain pressure in the system. Open Turbocharger cleaning unit FW supply valve D54V
a) Check that there is sufficient water in the domestic FW tank to
meet the immediate demand. Open IGG air dryer cleaning unit FW supply valve D61V
Open IGG burner FW supply valve D20V


Position Description Valve Position Description Valve
Open 2nd deck FW service outlet valve D50V Open No.1 HW circulating pump outlet valve D40V
Open Sewage collecting tank FW supply valve D18V Open No.2 HW circulating pump inlet valve D39V
Open Workshop FW service outlet valve D53V Open No.2 HW circulating pump outlet valve D41V
Open Boiler test washbasin D52V Open Hot water supply valve to engine room toilet sink
Open Fire hydrants (No.4 cargo hold aft) FW supply valve D22V Open Hot water supply valve to workshop sink
Closed Supply valve to FW transfer line D55V Open Hot water supply valve to boiler water test sink D44V
Valves are shown as open but if the service was not being used the valve would b) After opening the hot water system supply valve from the cold
be closed. In addition to the systems shown above, the FW hydrophore system water system, allow the system to fill from the hydrophore
also supplies the chemical store room shower, the oily bilge separator and the tank.
cooling FW expansion tank.
c) Ensure that the hot water circulating pumps are primed.
The fresh water system will operate as required with the duty pump operating
in order to maintain pressure in the system. d) Start one of the hot water circulating pump at the local starter
panel.
The domestic water services graphic screen T30-410-01 displays the status of
the FW hydrophore pumps and indicates the pump long run alarm. e) Either open the steam supply or switch on the electrical supply
to the calorifier, and set the system temperature.
Domestic Hot Water System f) Check that the system is circulating correctly and that the
temperature is maintained.
The system supplies hot water to the accommodation system, the washbasin
in the workshop, the washbasin for boiler water testing, the washbasin in the
engine room toilet. Procedure for Filling the Stern Tube Cooling Fresh Water
Tank with Fresh Water
Water is circulated continuously by one of the two the hot water circulating
pumps, the water being passed through a calorifier, which can be either steam The tank is filled from either of the FW tanks by means of gravity.
or electrically heated to raise the water to the correct temperature. Top up to
the system is from the hydrophore tank. The pumps can be changed over if a) Check the level of water in the stern tube cooling water tank and
necessary for maintenance. assess the quantity of water needing to be transferred.
Pumps are started and stopped locally and have no connection with the DCS. b) Check the amount of FW in the domestic FW tank to be used
Pumps would be changed over periodically in order to avoid one pump having and ensure that it is sufficient for the purpose.
excessive running hours.
c) Ensure that the hydrophore system is operating correctly and
Procedure for Operating the Hot Water System that one of the domestic fresh water tank outlet valves is fully
open.
a) To operate the FW system set the hot water system valves as
follows: d) Open the filling valve D11V to the stern tube cooling water
tank. Water will flow by means of gravity from the domestic
fresh water tank to the stern tube cooling water tank. When the
tank is full close the filling valve D11V.
Open Calorifier supply from cold water system D58V
Open Calorifier outlet valve D43V (Note: The stern tube cooling water tank may be emptied by means of the
bilge pump. See section 2.6.1.)
Open No.1 HW circulating pump inlet valve D38V


2.8.4 PURIFIER OPERATING WATER SYSTEM
Water is supplied to the lubricating oil purifiers for operating the bowls
when sludging and for sealing purposes. This water is supplied from the
FW hydrophore system. In order to ensure that the purifier system operates
correctly it is essential that the FW hydrophore system is operating at the
correct pressure.
Illustration 2.8.4a Purifier Operating Water System
The supply valve D101V to the purifier system, must be open and the
control valve operating correctly. The control valve is operated by means of Control Air
compressed air and is activated from the purifier control system. Each of the
two LO purifiers has an inlet valve which must be open in order to ensure that D101V
the purifier water operating system will function.
The supply valves to individual parts of the purifier system are activated by
the purifier control system. From Domestic Fresh
Water System
S S
Key
Fresh Water
No.2 Lubricating Oil Purifier No.1 Lubricating Oil Purifier

2.9 Compressed Air Systems
2.9.1 Control Air System
2.9.2 Working Air System
2.9.3 Starting Air System
Illustrations
2.9.1a Control Air System
2.9.1b Cargo Machinery Room Control Air System
2.9.2a Working Air System
2.9.3a Starting Air System


Illustration 2.9.1a Control Air System
No.1 Boiler FO Burner
A129V A128V Solenoid Valve Board PS LL
A234V A127V
No.1 Boiler BOG No.2 Boiler BOG No.2 Boiler FO No.1 Boiler Sootblower
Control Valve Spare 60.3/15.5 bar PRV 10/6 bar PRV For
Control Valve Control Valve Drain Piston Valve
A198V A194V A184V A176V A174V Auxiliary Steam A168V A163V Boiler
No.1 Boiler BOG No.2 Boiler BOG No.2 Boiler FRW Boiler FO Heating Desuperheater To Plasma Trip
Cut Off Piston Valve Cut Off Piston Valve Control Valve Spare Steam Control Valve Equipment
A199V A195V A185V A178V A175V Control Valve A169V A228V No.1 Boiler Gas Burner
No.1 Boiler Burner N2 No.2 Boiler Burner N2 No.1 Boiler FO 1.8bar/722mmHG Boiler Feed Water Pump No.1 Boiler Atomising 60.3/15.5 bar PRV Solenoid Valve Board
Purge Piston Valves Purge Piston Valves Control Valve Dump Valve Recirc. Water Shut-Off Valve Steam Piston Valves (Sootblowers)
A200V A196V A186V A179V A177V A172V A212V
No.1 Boiler Gas Line No.2 Boiler Gas Line No.1 Boiler FRW No.2 Boiler Sootblower No.2 Boiler Atomising To N2 Generator
Vent Piston Valve Vent Piston Valve Control Valve Spare Drain Piston Valve Steam Piston Valves Instrument Air
A201V A197V A187V A180V A190V A173V A166V
Sootblower Steam Main Turbine Drain Valves
Spare Inlet Piston Valve Spare for HP 1st Stage 15.5/4.9 bar PRV
A139V A188V A192V A141V A189V No.2 Boiler FO Burner
Oil Mist Detector Solenoid Valve Board PS LL
Deaerator LCV 3rd Stage FW Heater
A219V
Deaerator Level Control Valve A218V Level Transmitter Diesel Generator
(Make-Up) A146V A147V (Spill) A109V A132V Engine For
No.1 FD Fan Drive Unit No.2 FD Fan Drive Unit Spare Boiler
A239V A133V
A153V A152V Trip
No.2 Boiler Gas Burner
A218V Solenoid Valve Board
A217V
Ion Exchanger
A126V A124V A123V A236V
Main Turbine LO Main Turbine Gland HP Turbine Drain Valve 4.9/1.8bar LO Purifier
Temperature Control Valve Steam Control Valve A134V PRV
A156V A140V A136V
A157V
Atmospheric Drain Tank Bleed Steam Drain Valve Spare
Oily Bilge Tank A158V
Level Control Valve A130V
A240V
TCV - T411V Low Pressure FW Heater No.1 Gen. Turbine Gland Main Turbine Astern Spray 4.9/228mmHg Vacuum
A154V
Level Control Valve Steam Controller Water Piston Valve PRV A237V
Bilge Holding Tank A148V A144V A160V A131V
TCV - T415V No.1 FW Generator No.2 Gen. Turbine Gland
A155V Heating Steam Control Valve Steam Controller LP Turbine Drain Valve
Mid Bilge Wells To Funnel A149V A145V A143V
Shut Off Valve (S) PS No.2 FW Generator Central FW Cooling Water
A161V Set at 9.9 bar Heating Steam Control Valve Temperature Control Valve To Accommodation
A150V A138V
Mid Bilge Wells PS Oily Water Separator Air Purge Type LG A213V
A162V Shut Off Valve (P) Solenoid Valve (HFO Overflow Tank)
A142V A238V
A216V For ESDS PS Main Condenser Spare
Level Control Valve PIAL
A159V A151V To Quick-Closing No.2 Air Dryer
PI DCS
Valves System (250nm3/h)
Control Air Reservoir A214V in Fire Control Station Desiccant
PIAL
DCS
PX (7.5m3/h x 9 bar) (5.3a)
Water Separator
PX PI
Oil Removal Filters A62V

A170V A171V
No.2
A102V N2 A220V A221V A113V A112V A114V
N1
No.2 Air Dryer To Inert Gas
(250nm3/h) Generator
A19V Desiccant (2.10a)
No.1 Air Dryer

No.1 Key (250nm3/h)
A222V A223V Desiccant A121V A231V A122V
A101V
Air A118V A119V
Control Air Compressors 1 & 2 A116V A115V A117V
From GS Electrical Signal
(350m3/h x 9 bar) Air System
(2.9.2a) PI PX
Instrumentation (P) (S)
No.1 Air Dryer To Cargo
(250nm3/h) PIAL Control System
Desiccant DCS (4.7.1a Cargo)
To Bilge Well


2.9 COMPRESSED AIR SYSTEMS Control air is supplied to eight control air manifolds and four solenoid boards. The dryer is now in operation. Operational defects are indicated on the control
Direct control air supplies are taken to the ion exchanger and the inert gas panel by light emitting diodes.
2.9.1 CONTROL AIR SYSTEM generator. The control air manifolds supply control air to the control systems.
The manifolds are fitted with inlet isolating valves and drain valves. Dip switches at the dryer control panel enable the following controller
functions to be set:
Control Air Compressor (Note: It is essential that the control air is dried before entering the control • Working pressure
Maker: Tamrotor system as any moisture in the control air can cause problems at
actuators, or other parts of the control system which could lead to • Operating cycle time
No. of sets: 2
failure. The air dryers are fitted with a bypass valve which is locked • Test mode
Type: Screw, water cooled
closed. Only in the event of failure of the control air dryer system
Model: EML54-10 EWNA should the dryer bypass valve be opened.) • Economy cycle for purge air if the control air flow is lower
Capacity: 350m3/h at a pressure of 9.0 bar than the maximum capacity of the dryer.
An automatic start and stop system is provided for the operating compressor(s)
by means of a pressure switch. The compressors can be started and stopped CAUTION
Control Air Dryer
locally and manual start and stop is provided from the DCS provided that The dryer settings must not be changed without good reason and the
Maker: Hankinson the compressor is in remote. A switch at the local starter panel allows the manufacturer’s instructions must be consulted before making any change.
No. of sets: 2 compressor to be selected as off, local or remote. The graphics screen T30- Defective operation of the dryers can cause moisture to enter the control
Model: DK420 413-01 COMPRESSED AIR SYSTEMS shows all compressors, air receivers system and that can damage components and result in defective control
and dryers. When a compressor is in remote it may be started and stopped from of equipment.
Type: Activated alumina
the DCS screen T30-413-01 by clicking on the compressor icon to bring up the
faceplate and then clicking on the START or STOP soft key.
Procedure for Operating the Control Air System
Introduction
In order for the control air compressors to act as a duty/standby pair they must
a) Ensure that all instrumentation valves are open and that the
The control air system is supplied from the control air reservoir which is both be set to remote and auto selected at the auto/manual selector soft key on
instrumentation is functioning correctly. Check that water is
supplied by two control air compressors. One control air compressor will the graphic screen. The duty compressor will be selected as the master and the
being supplied from the central fresh water cooling system.
normally be selected as the duty compressor with the other either on standby standby compressor as the slave.
or undergoing maintenance. The control air system may also be supplied by a b) Open the inlet valve N1 to the control air reservoir and the outlet
branch line, via valve A19V, from the general service air system. The control Selections are made from the DCS screen T30-413-01. Manual operation of
valves A101V and A102V from the control air compressors.
air system operates at a pressure of 9.0 bar. The control air compressors are compressors can be made locally or from the DCS.
cooled by water from the central fresh water cooling system. c) At the DCS screen T30-413-01 select both compressors for
Failure of any compressor or air dryer, or a low system pressure, will raise an
REMOTE operation. Select AUTO operation for the control air
The control air is processed through oil removal filters and a control air dryer alarm.
compressors, call up the faceplate for one of the compressors
before supplying the control air services. The dryer is of the activated alumina and start that compressor by clicking on the START soft key.
type where the chemical acts as a desiccant to absorb moisture in the air. There Procedure for Operating the Control Air Dryer The other compressor will automatically become the standby
are two control air dryers for the engine room control system and two for the compressor
cargo control system. In each case one will normally be in use with the other The dryer must be installed and commissioned according to the manufacturer's
either ready for use or undergoing maintenance. A crossover valve A121V, instruction. When the desiccant has been correctly activated it should provide d) Ensure that there is air in the control air reservoir at the desired
normally locked closed, is fitted after the dryers between the engine room and useful service for at least five years provided that it is purged correctly. The pressure and that the control air compressors are operating.
cargo system control air lines, allows air from either set of dryers to be used description below assumes that the dryer is in normal operation following Open the outlet valve from the control air receiver.
in either control system. correct commissioning.
e) Set up valves as shown in the following table:
The drying process is automatic and the desiccant is purged of water whilst a) The inlet and outlet valves must be open and the bypass
the unit is in operation. This purging is done by a portion of the dried valve closed. Position Description Valve
compressed air flowing through the system, this air being reduced in pressure
and then passed over the desiccant to remove the moisture. Each dryer has two b) Compressed air must be supplied to the system with the inlet Open No.1 oil removal filter inlet valve A220V
towers containing desiccant, one tower will be operational and the other will and outlet lines at the same pressure. Open No.1 oil removal filter outlet valve A221V
be purging. The operation to changeover between towers is automatic. The
desiccant material has an operating life in excess of 5 years. Closed No.2 oil removal filter inlet valve A222V
c) The main switch at the electrical cabinet must be turned to
the ON position. Closed No.2 oil removal filter outlet valve A223V


Illustration 2.9.1a Control Air System
No.1 Boiler FO Burner
A129V A128V Solenoid Valve Board PS LL
A234V A127V
No.1 Boiler BOG No.2 Boiler BOG No.2 Boiler FO No.1 Boiler Sootblower
Control Valve Spare 60.3/15.5 bar PRV 10/6 bar PRV For
Control Valve Control Valve Drain Piston Valve
A198V A194V A184V A176V A174V Auxiliary Steam A168V A163V Boiler
No.1 Boiler BOG No.2 Boiler BOG No.2 Boiler FRW Boiler FO Heating Desuperheater To Plasma Trip
Cut Off Piston Valve Cut Off Piston Valve Control Valve Spare Steam Control Valve Equipment
A199V A195V A185V A178V A175V Control Valve A169V A228V No.1 Boiler Gas Burner
No.1 Boiler Burner N2 No.2 Boiler Burner N2 No.1 Boiler FO 1.8bar/722mmHG Boiler Feed Water Pump No.1 Boiler Atomising 60.3/15.5 bar PRV Solenoid Valve Board
Purge Piston Valves Purge Piston Valves Control Valve Dump Valve Recirc. Water Shut-Off Valve Steam Piston Valves (Sootblowers)
A200V A196V A186V A179V A177V A172V A212V
No.1 Boiler Gas Line No.2 Boiler Gas Line No.1 Boiler FRW No.2 Boiler Sootblower No.2 Boiler Atomising To N2 Generator
Vent Piston Valve Vent Piston Valve Control Valve Spare Drain Piston Valve Steam Piston Valves Instrument Air
A201V A197V A187V A180V A190V A173V A166V
Sootblower Steam Main Turbine Drain Valves
Spare Inlet Piston Valve Spare for HP 1st Stage 15.5/4.9 bar PRV
A139V A188V A192V A141V A189V No.2 Boiler FO Burner
Oil Mist Detector Solenoid Valve Board PS LL
Deaerator LCV 3rd Stage FW Heater
A219V
Deaerator Level Control Valve A218V Level Transmitter Diesel Generator
(Make-Up) A146V A147V (Spill) A109V A132V Engine For
No.1 FD Fan Drive Unit No.2 FD Fan Drive Unit Spare Boiler
A239V A133V
A153V A152V Trip
No.2 Boiler Gas Burner
A218V Solenoid Valve Board
A217V
Ion Exchanger
A126V A124V A123V A236V
Main Turbine LO Main Turbine Gland HP Turbine Drain Valve 4.9/1.8bar LO Purifier
Temperature Control Valve Steam Control Valve A134V PRV
A156V A140V A136V
A157V
Atmospheric Drain Tank Bleed Steam Drain Valve Spare
Oily Bilge Tank A158V
Level Control Valve A130V
A240V
TCV - T411V Low Pressure FW Heater No.1 Gen. Turbine Gland Main Turbine Astern Spray 4.9/228mmHg Vacuum
A154V
Level Control Valve Steam Controller Water Piston Valve PRV A237V
Bilge Holding Tank A148V A144V A160V A131V
TCV - T415V No.1 FW Generator No.2 Gen. Turbine Gland
A155V Heating Steam Control Valve Steam Controller LP Turbine Drain Valve
Mid Bilge Wells To Funnel A149V A145V A143V
Shut Off Valve (S) PS No.2 FW Generator Central FW Cooling Water
A161V Set at 9.9 bar Heating Steam Control Valve Temperature Control Valve To Accommodation
A150V A138V
Mid Bilge Wells PS Oily Water Separator Air Purge Type LG A213V
A162V Shut Off Valve (P) Solenoid Valve (HFO Overflow Tank)
A142V A238V
A216V For ESDS PS Main Condenser Spare
Level Control Valve PIAL
A159V A151V To Quick-Closing No.2 Air Dryer
PI DCS
Valves System (250nm3/h)
Control Air Reservoir A214V in Fire Control Station Desiccant
PIAL
DCS
PX (7.5m3/h x 9 bar) (5.3a)
Water Separator
PX PI
Oil Removal Filters A62V

A170V A171V
No.2
A102V N2 A220V A221V A113V A112V A114V
N1
No.2 Air Dryer To Inert Gas
(250nm3/h) Generator
A19V Desiccant (2.10a)
No.1 Air Dryer

No.1 Key (250nm3/h)
A222V A223V Desiccant A121V A231V A122V
A101V
Air A118V A119V
Control Air Compressors 1 & 2 A116V A115V A117V
From GS Electrical Signal
(350m3/h x 9 bar) Air System
(2.9.2a) PI PX
Instrumentation (P) (S)
No.1 Air Dryer To Cargo
(250nm3/h) PIAL Control System
Desiccant DCS (4.7.1a Cargo)
To Bilge Well


Position Description Valve Position Description Valve Position Description Valve
Closed Quick-closing valves air reservoir supply valve A62V Open LP feed water heater LCV control air supply valve A148V Open Auxiliary steam desuperheater control valve
control air supply valve A169V
Closed Supply valve from GS air system A18V Open No.1 turbine generator gland steam control air supply A144V
Open No.1 boiler atomising steam piston valve
Open No.1 engine room control air dryer inlet valve A113V Open No.2 turbine generator gland steam control air supply A144V
Open No.1 engine room control air dryer outlet valve A114V Open No.1 evaporator heating steam control air supply A149V
Open No.2 boiler atomising steam piston valve
Open No.2 engine room control air dryer inlet valve A170V Open No.2 evaporator heating steam control air supply A150V control air supply valve A173V
Open No.2 engine room control air dryer outlet valve A171V Open Central FW cooling TCV control air supply valve A138V Open Main turbine HP 1st stage drain valve
Closed Engine room control air dryer bypass valve A112V Open Oily water separator solenoid valve control air supply valve A141V
control air supply valve A142V Open 3rd stage feed water heater level transmitter
Open No.1 cargo system control air dryer inlet valve A116V
Open Main condenser LCV control air supply valve A159V control air supply valve A109V
Open No.1 cargo system control air dryer outlet valve A117V
Open HFO overflow tank level gauge purge air supply A238V Open Plasma equipment control air supply valve A228V
Open No.2 cargo system control air dryer inlet valve A118V
Open Nitrogen generator instrumentation air supply valve A166V
Open No.2 cargo system control air dryer outlet valve A119V
Open Floor manifold (on 4th deck) supply air valve A126V Open Diesel engine oil mist detector
Closed Cargo system control air dryer bypass valve A115V control air supply valve A132V
Closed Floor manifold drain valve A216V
Closed Control air dryer cross-connection valve A121V
Open Main turbine LO TCV control air supply valve A157V
Open Accommodation control air supply valve A231V Open Ion exchanger control air supply valve A239V
Open Oily bilge tank TCV control air supply valve A154V
Open Inert gas generator control air supply valve A122V
Open Bilge holding tank TCV control air supply valve A155V
Open Lower boiler manifold supply air valve A234V
Open Mid bilge wells (starboard) shut-off valve
Open Purifiers control air manifold inlet valve A236V Closed Lower boiler manifold drain valve A235V
Open LO purifiers A136V Open No.1 boiler sootblower steam vent piston valve
Open Mid bilge wells (port) shut-off valve
Closed Manifold drain valve A237V control air supply valve A162V control air supply valve A174V
Open No.2 boiler sootblower steam vent piston valve
Open 4th deck (starboard) manifold supply air valve A123V Open No.1 boiler FO burner solenoid valve board
control air supply valve Open Boiler FO heater steam control valve
Closed 4th deck (starboard) manifold drain valve A213V control air supply valve A175V
Open HP turbine drain valve control air supply valve A140V Open No.1 boiler gas burner solenoid valve board
control air supply valve Open Boiler feed water pump recirculating water
Open 4.9/1.8 bar PRV control air supply valve A134V shut-off valve control air supply valve A177V
Open No.2 boiler FO burner solenoid valve board
Open Bleed steam drain valve control air supply valve A240V control air supply valve
Open Main turbine astern spray piston valve Open No.2 boiler gas burner solenoid valve board Open Upper boiler manifold supply air valve A128V
control air supply valve A160V control air supply valve Closed Upper boiler manifold drain valve A218V
Open 4.9/228mmHg PRV control air supply valve A131V Open No.2 boiler FO pressure control valve
Open LP turbine drain valve control air supply valve A143V Open 3rd deck (midship) manifold supply air valve A127V control air supply valve A184V
Closed 3rd deck (midship) manifold drain valve A217V Open No.2 boiler feed water regulating valve
Open 4th deck (port) manifold supply valve A124V Open 60.3/15.5 bar PRV control air supply valve A168V
Open No.1 boiler FO pressure control valve
Closed 4th deck (port) manifold drain valve A214V Open 10/6 bar PRV control air supply valve A163V control air supply valve A186V
Open Main turbine gland steam control air supply valve A156V Open 60.3/15 bar PRV control air supply valve A212V Open No.1 boiler feed water regulating valve
Open Atmospheric drain tank LCV control air supply valve A158V Open 15.5/6 bar PRV control air supply valve A189V control air supply valve A187V


Illustration 2.9.1b Cargo Machinery Room Control Air System S
IS Telephone (Upper Deck Manifold P & S)
Upper Deck AS12V
Control Air from Engine Room (Port)
Nitrogen Purge to No.4 Vent Riser (From Bulkhead Seal) S S

Fire Horn (Under Deck Passage P & S) Fire Horn (Under Deck Passage P & S)
Nitrogen Supply Pipe from Catwalk (To Bulkhead Seal) AS11V AS10V
CARGO MACHINERY ROOM NG902V MOTOR ROOM

Low Duty Heater
Control Valve (CG-941, 942)
Air Pressurised High Duty Heater

Lighting Fixtures Control Valve (CG-943, 944)
Key Air Pressurised
LNG Vaporiser Lighting Fixtures
Air Control Valve (CS-901, 902)
Nitrogen Forcing Vaporiser ESD Control Panel

Control Valve (CS-903, 904)
Electrical Signal
No.1 High Duty Compressor No.1 Low Duty Compressor
Bulkhead Seal (PCV6961) Bulkhead Seal (PCV6961)
Instrumentation
Bulkhead Seal (PCV6962) Bulkhead Seal (PCV6962) S
No.1 High Duty Compressor No.1 Low Duty Compressor CO2 Horn
Shaft Seal (PCV9605) Shaft Seal (PCV9605) AS01V
Bypass Valve (PCV6946) Bypass Valve (PCV6946) S
Fire Horn
Guide Vane Valve (PCV6931) Guide Vane Valve (PCV6931) AS02V
S
Engineering Fire CO2 IS Telephone IS Telephone
Horn Horn Horn Horn Horn
Bulkhead Seal (PCV6961) Bulkhead Seal (PCV6961) AS03V
Bulkhead Seal (PCV6962) Bulkhead Seal (PCV6962) S
Engineering
No.2 High Duty Compressor No.2 Low Duty Compressor Horn
AS22V
Shaft Seal (PCV9605) Shaft Seal (PCV9605)
S
No.2 High Duty Compressor NG901V No.2 Low Duty Compressor
NG801V Bypass Valve (PCV6946) Bypass Valve (PCV6946)
FR I
No.2 High Duty Compressor No.2 Low Duty Compressor P
Guide Vane Valve (PCV6931) Guide Vane Valve (PCV6931) AS06V
Water Drain
Accumulator
FR POS
AS23V AS05V AS04V FC23V
NG406V AS21V NG306V NG206V NG106V Nitrogen Bleed

Control Valve
To I I To To I I To To I I To S S S To I I To
DCS P POS V T P DCS DCS P POS V T P DCS DCS P POS V T P DCS DCS P POS V T P DCS
S
To To To
DPX FR FR FR FR To FR FR FR FR DPX FR FR FR FR DPX FR FR FR FR
DCS DPX AS09V DCS DCS
DCS Upper Deck
S S
Control Air from Engine Room (Starboard)
AS08V AS07V


Position Description Valve (Note: Air may be supplied to the control air system from the GS air system
Open Sootblowers inlet steam piston valve in the event of failure of the control air compressors. Air is supplied by
control air supply valve A188V opening valve A19V located after the working air oil removal filters.
The air supply to the control air system is before the dryers and so the
Open Deaerator level control make-up valve dryers may still be operated.)
Open Deaerator level control spill valve (Note: The cargo machinery room control air illustration 2.9.1b is included
control air supply valve A147V for reference.)
Open 1.8 bar/722mmHg dump valve

Open No.1 forced draught fan drive unit
Open No.2 forced draught fan drive unit
Open 2nd deck manifold supply air valve A129V
Closed 2nd deck manifold drain valve A219V
Open No.2 boiler BOG pressure control valve
Open No.1 boiler BOG pressure control valve
Open No.2 boiler BOG cut-off valve
Open No.1 boiler BOG cut-off valve
Open No.2 boiler burner N2 purge piston valve
Open No.1 boiler burner N2 purge piston valve
Open No.2 boiler gas line vent piston valve
Open No.1 boiler gas line vent piston valve
(Note: Valves are shown as open, which is their normal operating condition,
but they will be closed if the service is not being used.)
f) Start the control air dryers operating when pressure is equal on

both sides of the dryer. Check that the dryers operate correctly
and purge at the set intervals.
g) Check the operation of the control air system periodically and

ensure that the dryers are working effectively.


Illustration 2.9.2a Working Air System
To To
To Passageways To CO2 and High Expansion Accommodation Pneumatic
To Emergency Generator Room To Incinerator Room Davit (Port and Starboard) To Air Horn Accommodation Foam Room Fire Dampers
A37V
Incinerator Room To Funnel

A34V A27V (Near Generator Engine
B Deck Exhaust Pipe Silenser)
Engine Room Casing A20V
A33V
A36V
A35V A26V Near Forced Draught Fans
2nd Deck Port
To A32V
Nitrogen To
Generators Engine Room
(Cargo 4.8a) Air Horn Engineer's Store
Near Forward Evaporator A25V
(2nd Deck Aft)
A31V
To Steering
Near Drinking and Fresh Water Hydrophore Tanks Gear Room Workshop (Aft)
A61V
A30V A38V
Engine Room
Near Boiler Burners Aft Bulkhead
A29V
To Burners Atomising (2.1.4a) Workshop (Forward)
A24V
A47V
Near Generator Engine LO Purifiers
A28V A23V
Near Bilge, Fire and GS Pump (Forward)

To Funnel A22V
Set at 9.9 bar
PS Working Air Reservoir To

(7.5m3 x 9 bar) Pipe Duct
To A60V
PI A18V A43V
Oil Removal Filters Quick Closing
Working Air Compressor PIAL Valve Reservoir To
PX
(350m3/h x 9 bar) DCS in Fire Control Station Engine Room
N2 Engine Room
A39V A40V (5.3a) Air Horn Forward
(Floor Forward) Bulkhead
A11V N1
Water
A63V
Separator A62V
A41V A42V
From Control
A19V Air System
(2.9.1a) Key
To Control Starting Air

From Starting Air Air System
Compressors (2.9.1a) Electrical Signal
From Control
Air System Instrumentation
To Bilge Well


2.9.2 WORKING AIR SYSTEM The working air system supplies the following services: e) Set up valves as shown in the table below:
• Deck services
Working Air Compressor Position Description Valve
• Engine room services
Maker: Tamrotor Open Working air reservoir drain valves
• Accommodation services
No. of sets: 1 Open Working air reservoir outlet valve N2
• Fire dampers
Type: Screw, water cooled Open Inlet valve to No.1 oil removal filter A39V
Model: EML54-10 EWNA • CO2 room
Open Outlet valve from No.1 oil removal filter A40V
Capacity: 350m3/h at a pressure of 9.0 bar • Fresh and drinking water hydrophore tanks
Open Inlet valve to No.2 oil removal filter A41V
• Purifier room
Open Outlet valve from No.2 oil removal filter A40V
Working Air Reservoir • Emergency generator room
Closed Outlet valve to control air system A19V
Capacity: 7.5m3 • Incinerator room
Open Line valve to working air system A18V
• Boiler area
Introduction Open Line valve to quick-closing valve air reservoir A63V
• N2 compressor discharge line
Open Working air to port passageway supply valve A37V
The working air system is supplied by air from the working air reservoir. The • Evaporators
Open Working air to starboard passageway supply valve A36V
working air reservoir is replenished by the working air compressor. This is of • Workshop
the screw, water cooled type with a free air delivery of 350m3/h at a pressure Open Working air to engine room air horn aft valve A47V
of 9.0 bar. The working air compressor is provided in package form which • Boiler FO atomising
Open Working air to accommodation supply valve A35V
contains the electric drive motor, the compressor, cooler and the compressor • Air horns
system support services. The compressor unit is cooled by fresh water from the Locked open Working air to funnel air horn A20V
• Priming units for bilge, fire and GS pumps,
central fresh water cooling system. Open In funnel near generator engine exhaust silencers A27V
• Quick-closing valves air reservoir
The working air compressor discharges air to the working air reservoir. The Open Service outlet near forced draught fan A26V
compressor may be set to local or remote operation at the local switch; it Open Service outlet in engineer’s store A25V
may also be set to the off position and cannot then be started. When set to Procedure for Preparing the Working Air System for
Open Service outlet to steering gear room A61V
local it can only be started and stopped at the compressor local switch. When Operation
the compressor is set to remote it can be controlled from the compressed air Open Service outlet in workshop A24V
systems DCS graphic screen T30-413-01. If the compressor is set to auto it is a) Ensure that all instrumentation valves are open and that the Open To LO purifier work bench A23V
controlled by the pressure in the reservoir, loading and unloading as required instrumentation is reading correctly.
after it has been started from the compressor faceplate. Open To bilge, fire and GS pumps forward A22V
b) Check the oil level in the compressor. Check the cooler units Open To pipe duct A60V
The faceplate is called up by clicking on the compressor icon and the in the compressors and check that cooling water is being
compressor is started by clicking on the START soft key. supplied from the central fresh cooling water system (see Open Working air to engine room air horn forward valve A43V
section 2.8.2.). Open Service outlet near generator engine A28V
The compressor may also be set to manual when in remote and in this case
Open Service outlet near boiler burner A29V
it has to be manually started and stopped at the faceplate; this option would c) Open the working air compressor outlet valve A11V and the
only be adopted in the event of failure of the pressure switch which controls working air receiver inlet valve N1. Open To fresh water and distilled water hydrophore tanks A30V
the starting and stopping of the compressor.
Open To distillation plant forward A31V
d) At the working air compressor local control, select REMOTE
Following a blackout the DCS will remember if the compressor was running and at graphic screen T30-413-01 COMPRESSED AIR Open Service outlet 2nd deck port A32V
before the blackout, provided that remote was selected, and will start the SYSTEMS select AUTO for the GS air compressor operation. Open Service outlet B deck engine room casing A33V
compressor again as part of the sequential restart system The compressor will then be started and stopped by the DCS
according to the pressure in the working air reservoir. Open To incinerator room A34V


Illustration 2.9.2a Working Air System
To To
To Passageways To CO2 and High Expansion Accommodation Pneumatic
To Emergency Generator Room To Incinerator Room Davit (Port and Starboard) To Air Horn Accommodation Foam Room Fire Dampers
A37V
Incinerator Room To Funnel

A34V A27V (Near Generator Engine
B Deck Exhaust Pipe Silenser)
Engine Room Casing A20V
A33V
A36V
A35V A26V Near Forced Draught Fans
2nd Deck Port
To A32V
Nitrogen To
Generators Engine Room
(Cargo 4.8a) Air Horn Engineer's Store
Near Forward Evaporator A25V
(2nd Deck Aft)
A31V
To Steering
Near Drinking and Fresh Water Hydrophore Tanks Gear Room Workshop (Aft)
A61V
A30V A38V
Engine Room
Near Boiler Burners Aft Bulkhead
A29V
To Burners Atomising (2.1.4a) Workshop (Forward)
A24V
A47V
Near Generator Engine LO Purifiers
A28V A23V
Near Bilge, Fire and GS Pump (Forward)

To Funnel A22V
Set at 9.9 bar
PS Working Air Reservoir To

(7.5m3 x 9 bar) Pipe Duct
To A60V
PI A18V A43V
Oil Removal Filters Quick Closing
Working Air Compressor PIAL Valve Reservoir To
PX
(350m3/h x 9 bar) DCS in Fire Control Station Engine Room
N2 Engine Room
A39V A40V (5.3a) Air Horn Forward
(Floor Forward) Bulkhead
A11V N1
Water
A63V
Separator A62V
A41V A42V
From Control
A19V Air System
(2.9.1a) Key
To Control Starting Air

From Starting Air Air System
Compressors (2.9.1a) Electrical Signal
From Control
Air System Instrumentation
To Bilge Well


The working air reservoir supplies compressed air to the quick-closing valve
system air reservoir. The fire damper and quick-closing valve system is
covered in section 5.3.
f) Operate the working air system as required with air being

taken from service outlets as needed. The valves for services
are shown as open in the table above but this is the condition
when air is needed. When air is not required the valve will be
closed.
g) Check that the system drain traps are operational.
h) Check that the compressors start and stop automatically

supplying air as required.
i) Ensure that remote user outlets are receiving air. Air valves
to user locations should be opened periodically to blow them
through in order to remove condensate and prevent seizure.


Illustration 2.9.3a Starting Air System
To Funnel Emergency Generator Engine
Starting Air Reservoir Set at 27.5 bar
(0.25m3)
To
Emergency
A8V Generator
A11V
Emergency Generator Room A7V PX

Diesel Generator Room Emergency Starting
Air Compressor PI
PIAL
DCS
PIAL PS
DCS
PX Generator Engine
A48V
A6V
A45V
A46V 25/12 bar PRV

Set at 12 bar
A13V To Bilge Well
To Sea Water Hydrophore Tank
Key
From
Starting Air Nitrogen System PX
Relief Valve Set at
PIAL 27.5bar
Electrical Signal DCS
PI
Instrumentation From 4-PX-41A

PS
Working Air Reservoir
Relief Valve
Generator Engine
N2 N3
From Starting Air Reservoir
Control Air Reservoir (1.0m3 x 25 bar)
Relief Valve N1
A3V
A44V A4V
A2V
HP Magnetic Valve
LP Magnetic Valve
No.2 Generator Engine
Starting Air Compressor
(25m3/h x 25 bar)
A1V
HP Magnetic Valve
LP Magnetic Valve
No.1 Generator Engine

Starting Air Compressor
(25m3/h x 25 bar) To Bilge Well


2.9.3 STARTING AIR SYSTEM The compressor outlet and air reservoir filling valves must be open before a
compressor is started. Instrumentation and pressure switch valves must also be
Main Air Compressors open in order to allow the compressor to be controlled automatically.
Maker: Jonghap The air reservoir is fitted with an automatic drain trap and the valves for this
No. of sets: 2 must be open at all times.
Type: Two stage reciprocating, air cooled
Model: AHV-20 Procedure for Filling the Generator Engine Starting Air
Capacity: 25m3/h at a pressure of 25 bar Reservoir and Supplying the Generator Engine with Starting
Air
Introduction a) Ensure that all pressure gauge and instrumentation valves are
open and that gauges and instruments are reading correctly.
The diesel generator engine starting air system is supplied by two starting air
compressors which provide air to the starting air reservoir. It is also supplied to
b) Check the oil level in the compressors.
the emergency diesel generator starting air reservoir. In an emergency air can
be supplied to the generator engine starting air reservoir from the emergency
c) Check the compressor sumps for water.
air compressor located in the emergency generator engine room.
d) Set up valves as in the following table:
The starting air reservoir is supplied through an oil/water separator situated on
the discharge from each of the compressors. The compressors are each fitted
with two safety valves, one after the first stage compression and the other after Position Description Valve
the second stage compression. A pressure switch connected to the automatic Open No.1 compressor discharge valve A1V
control system stops the compressor should the LO pressure fall below a
Open No.2 compressor discharge valve A2V
predetermined value.
Open Air reservoir inlet valve N1
The bearings are lubricated by a gear pump fitted at the end of the crankshaft.
Open Air reservoir drain valves
A high temperature sensor is located at the compressor outlet and this will trip
the compressor if the air temperature exceeds a predetermined limit. Open Air reservoir outlet valve to the generator engine N2
Closed Air reservoir line valve to the emergency generator
Each compressor has an automatic unloader arrangement which operates Air reservoir
when the compressor starts and stops. This allows the compressor to start and
stop off load, thus reducing the loading on the electric drive motor and the Open Generator engine air supply valve A48V
compressor running gear. The compressors are started and stopped by pressure Closed Air reservoir filling valve from emergency air compressor
switches situated on their respective starting air reservoirs.
e) Check that all automatic drain traps are operational and that the
Switches at the main switchboard starter panel may be set to remote or local.
unloader gear is functioning.
When in the local position the compressor can only be started and stopped from
the local pushbutton panel. When in the remote position the compressor can
f) Check that the starting air reservoir automatic drains are
be operated from the DCS graphic display screen T30-413-01 COMPRESSED
functioning correctly and that the compressor automatic drains
AIR SYSTEMS.
are functioning correctly.
At the graphic display screen the compressor can be selected for automatic
g) Check the compressors and when satisfied set them to REMOTE
operation, in which case it will be started and stopped by the air reservoir
operation at the local control panel and then at the DCS screen
pressure switches. The compressor may also be set to manual operation which
T31-413-01 select them for AUTO operation.
allows for manual starting from the DCS graphic display.
h) Drain any liquid from the reservoirs and oil/water separator.
The compressors will operate and supply air to the starting air reservoir.

2.10 Inert Gas Generator
Illustrations
2 10a Inert Gas Generator System
2 10b Inert Gas Cooling System


Illustration 2.10a Inert Gas Generator System
Vent
To Funnel
From Side Wall
10bar Steam
Air HIC
System
A37V
PAL S
PS PI
To Inert Gas PI
Generator Gas Oil Test FI Electric
Service Tank Heater
PI
From Inert Gas FX
Generator Gas Oil
PIAH FI Steam
I
Service Tank HC P Heater
Cooler To Funnel
PI AAHL
PS PI No.2
No.1
Dryer
Dryer
TI
F38V
BSA Nitrogen PI TI S
BE Fan To
131V Atmospheric
Drain
SG SG 127V
From Tank
To Fuel Oil Ballast To Auxiliary Condenser
Drain Tank System Overboard Line
Silencer S
S H-2
TAH
TS S
H-17
PI PI
TS TI
From Fresh Water
Hydrophore Unit
D20V
PI
S PX PIC
To
SG S S Engine
To Inert Gas Cooler From MT Room
I Demister S
P MIAH PX PIC 12V
TI TI LAH
LS
H-10
HC PAL
PS
PY
H-11
S
H-5
From No.3
Ballast Pump
(See 4.12.1a) I-10V
PAHL TX Key
PS TX PX
PI
Sea Water Steam
TIAH PIAH
Inert Gas Condensate
Blowers
H-15 Nitrogen Electrical Signal
PAHL I
PS PI
P
PI Air Instrumentation
Inert Gas
To Oily Fresh Water
to Consumer
Bilge Tank
H-14 H-16 Gas Oil


2.10 INERT GAS GENERATOR The inert gas contains approximately 85% N2, 15% CO2 and about 0.5% O2 Dry-Air Production
and is at a temperature approximately 5ºC above the sea water temperature. The generator can produce dry-air at the same rate. For the production of dry-
Maker: Hamworthy KSE a.s. Moss After combustion, the inert gas has a high water content due to the water air there is no combustion, no oxygen content measurement and the oxygen
Type: Inert gas and dry-air formation from the combustion process. Most of this water has to be removed. signal is overridden when the mode selector is set to dry-air (compressor only)
The inert gas enters a sea water cooling tower and water separator where its production.
No. of sets: 1
dew point is lowered to about 5ºC above sea water temperature.
Inert gas delivery rate: 13,500Nm3/h
As long as the dew point is correct after the processes of cooling and drying,
Dry-air delivery rate: 13,500Nm3/h The inert gas is then dehumidified to a dew point of about +5ºC in the inert gas the dry-air is supplied to the cargo system.
Delivery pressure: 0.25 bar cooler where an R404A refrigerant is used as the cooling medium.
The gas is further dried in one of two desiccant dehumidifiers, using steam Generator Description
Inert Gas Composition or electrically heated air in the regeneration process, before passing into the
Oxygen (O2): 0.5% (by vol) discharge line. The generator consists of the following main items:
Carbon dioxide (CO2): ~14% (by vol) • Oil burner
Carbon monoxide (CO): Max 100ppm The generator is manually started from the control panels mounted locally and
the operation can be monitored and various valves controlled from the DCS • Ignition burner
Sulphur oxides (SOx): Max 2ppm (normal 1ppm)
graphic display T30-430-01 INERT GAS GENERATOR. • Cooling tower
Nitrogen oxides (NOx): Max 65ppm
Nitrogen (N2): Remainder The inert gas generator contains an O2 analyser for the indication of oxygen • Fuel oil system
content in the inert gas. The analyser is fitted with maximum and minimum • Combustion air system
Fuel Oil Pump setting alarms.
• Cooling water system
Maker: Allweiler AG
The gas is led to the deck main via valves H-10 and H-11 depending on the gas • Drain system
Type: Horizontal screw analysis. The valves are normally operated by the O2 and dew point analysers
• Control, monitoring and instrumentation systems
and the gas is led to the dryer line only when the gas analysis meets with the
Sea water consumption: 933m3/h at 2.0 bar requirements. Under all other conditions the gas is blown to the atmosphere
via valve H-2. Oil Burner
Fresh water consumption: 0.6m3/h
Gas oil consumption: 1,178kg/h The fuel oil burner is of the mechanical high pressure atomising type. The
Working Principle gas oil is directed to the burner tip through tangential slots, which cause the
Steam to air dryer: 10.0 bar at 362°C
oil to leave the burner as a thin rotating membrane. Combustion air is also
Inert gas is produced by the combustion of gas oil supplied by the fuel oil supplied tangentially to the burner, but in the opposite direction which causes
Sea Water Cooling Pumps pump with air, provided by the blower, in the combustion chamber of the further atomisation of the gas oil. The main flame is monitored by a photocell
Maker: Teikoku Machinery Works Ltd inert gas generator. Good combustion is essential for the production of a good connected to an electronic flame relay. This relay will shut down the main
Type: 550VCD Am - centrifugal vertical quality, soot free, low oxygen inert gas. burner, via the main programming unit, if the flame is too weak or has gone
out.
Capacity: 2,800m3/h at 9.0 bar (adjusted to 2.0 bar)
The products of the combustion are mainly carbon dioxide, water and small
Speed: 1,200 rpm
quantities of oxygen, carbon monoxide, sulphur oxides and hydrogen. The Ignition Burner
nitrogen content is generally unchanged during the combustion process and the
The fuel oil burner is ignited by a 10 - 15cm long pilot flame from the ignition
General inert gas produced consists mainly of 85% nitrogen and 15% carbon dioxide.
burner which is fitted alongside. The unit consists of an oil atomising nozzle
and electrical glow plug which operates from a 10V AC transformer, which is
Inert gas is used for the inerting and gas freeing of cargo tanks, cargo pipes Initially, the hot combustion gases produced are cooled indirectly in the
activated approximately 40 seconds before the ignition burner fuel oil valve is
and void spaces when required. The inert gas blowers may be used separately combustion chamber by a sea water jacket. Thereafter, cooling of the gases
opened to admit gas oil to the burner.
for the supply of dried air to the cargo tanks and void spaces. The inert gas is mainly occurs at the scrubber section in the cooling tower where the sulphur
produced by removing oxygen from the air by a combustion process. oxides are washed out. The sea water for the inert gas generator is supplied by
one of three sea water ballast pumps.
This process takes place in a combustion chamber where gas oil is used as the
fuel. A pressure control valve located at the dryer outlet maintains a constant
pressure throughout the system, thus ensuring a stable flame at the combustion
chamber.


Illustration 2.10b Inert Gas Cooling System
Key
PS PS PI
Sea Water
Inert Gas
TI To Vent Line Air

To Funnel
Refrigerant Gas
Refrigerant Liquid
To Inert Gas
Electrical Signal
Dryer
PT
Compressor Unit Instrumentation
PT PI
Separator
TT
Inert Gas Inlet

PI
From Generator
LI
TP
TI To Vent Line
To Funnel Inert Gas Cooler
TP Oil Rectifier TP
TP
130V S
129V TI
PI
PI TI TW
To Auxiliary
Condenser
Overboard 128V Condenser
Line Demister
140V
PI TI
Pilot Receiver
LI TP
TI
From No.3 Sea

Water Ballast
Pump


Cooling Tower Local thermometers are installed to enable the following items to be Alarms
The cooling tower is where the inert gas is cooled and cleaned. The gas is pre- measured:
The system has alarm outputs to the DCS system but the alarm must also
cooled by sea water circulating in the central combustion tube which directs • Sea water inlet temperature be accepted locally by pressing the STOP HORN pushbutton to silence the
the combustion gases to the lower part of the cooling tower. The gas then audible alarm and the STOP FLASH pushbutton to cancel the flashing lamp
• Cooling tower sea water inlet temperature
flows upwards through a wet filter and a water mist generated by cone nozzles. on the alarm panel at the centre of the control panel. As well as the alarms
The wet filter and mist clean the inert gas before it passes through a stainless • Inert gas after cooling tower temperature mentioned previously in plant shutdowns, there are the following alarms:
steel demister at the top of the tower, which prevents any water droplets being • Inert gas outlet dryer/delivery line temperature
carried away from the tower. Manholes are fitted with sight glasses adjacent to
• High R404A refrigerant temperature at the dryer plant outlet. The
the nozzles, which allow inspection and cleaning and renewal of the nozzles Local pressure gauges are installed to enable the following items to be atmospheric valve H-2 will open if the dryer is not operating,
when necessary. measured: but only an alarm will sound if the dryer is operating.
• Fresh water pressure in the burner chamber cooling jacket • High inert gas temperature at dryer plant outlet. The atmospheric
Fuel Oil System
• Instrument air inlet pressure valve H-2 will open.
The fuel oil system consists of a screw type oil pump and duplex filters. The
connections to the burners are via flexible hoses and the oil supply line and • Combustion air pressure inlet to burner
return line are fitted with remotely operated valves. The oil supply line to the • Sea water pressure to the cooling jacket Control Panel Description
burner is purged by air when the burner is not in use. The control panel contains the programmable controller which takes care of
• Sea water pressure to the water nozzles
the starting, stopping, alarm/trip functions and the running mode of the plant.
Combustion Air System • Fuel oil pressure after the FO pump On the front of the panel the IG plant is in the form of a mimic diagram,
• Fuel oil nozzle return pressure with motor running lights and automatic valve open/closed indicating lights.
Two electrical motor driven blowers, of the roots type, supply the combustion
All alarm initiators are displayed on the mimic diagram and acted upon as
air via flexible bellows connections and regulating valves. • Inert gas pressure at the cooling tower outlet follows:
• Inert gas pressure at the dryer outlet • At normal running all alarm LEDs are unlit
Cooling Water System
• Inert gas delivery pressure • An alarm is indicated by an audible signal from a horn and a
The sea water is supplied by the water ballast pumps and is mainly used for
flashing light on the mimic diagram
cleaning the inert gas. It is also used to cool the central combustion tube and
pre-cool the combustion gas. Plant Safety Interlocks • Upon accepting an alarm by a pushbutton, the audible alarm
will stop
The following circumstances will cause an alarm and subsequent shutdown of
Drain System the inert gas generator: • When resetting an alarm by a pushbutton, the light will stop
flashing and remain lit until the cause of the alarm is corrected,
The sea water effluent from the scrubber is controlled by a regulating valve • High sea water effluent temperature
then the light will go out
so as not to allow any inert gas to flow overboard. This is achieved by a • High temperature in the cooling jacket
differential pressure control system which controls a water column level in the • Upon accepting an alarm by a pushbutton, the audible alarm
effluent pipeline, by measuring the pressures in the effluent pipeline and the • High inert gas temperature at the cooling tower outlet will stop
inert gas outlet pipeline. The overboard valve I9V (H-16 on the DCS screen) is • High sea water level in the cooling tower
normally open, but if it is closed a limit switch on the valve prevents the inert Below the mimic display are the generator control pushbuttons which include
gas plant starting. • Burner flame failure the following:
• High/low combustion air pressure • Manual start
The drain valve H-15 can be operated via the DCS or from the control panel
• Low instrumentation air pressure • Automatic start
selector switch. During flame failure the discharge to overboard pipe valve H-
14 will close and the discharge to bilge tank valve H-15 will open. • High/low sea water pressure to the cooling tower • Air purge
• Low fuel oil pressure to the burner • Remote control
Monitoring • High inert gas pressure at the cooling tower outlet • Emergency stop
The plant is monitored from the DCS graphic display T30-430-01 INERT GAS • Manual stop
GENERATOR. • Alarm accept
An oxygen analyser is installed and monitors the gas after the water • Alarm reset
separator. • Lamp test


Vent
To Funnel
From Side Wall
10bar Steam
Air HIC
System
A37V
PAL S
PS PI
To Inert Gas PI
Service Tank Heater
PI
From Inert Gas FX
Generator Gas Oil
PIAH FI Steam
I
Cooler To Funnel
PI AAHL
PS PI No.2
No.1
Dryer
Dryer
TI
F38V
BE Fan To
131V Atmospheric
Drain
SG SG 127V
From Tank
Silencer S
S H-2
TAH
TS S
H-17
PI PI
TS TI
From Fresh Water
Hydrophore Unit
D20V
PI
S PX PIC
To
SG S S Engine
I Demister S
P MIAH PX PIC 12V
TI TI LAH
LS
H-10
HC PAL
PS
PY
H-11
S
H-5
From No.3
Ballast Pump
(See 4.12.1a) I-10V
PAHL TX Key
PS TX PX
PI
Sea Water Steam
TIAH PIAH
Blowers
PAHL I
PS PI
P
Inert Gas
To Oily Fresh Water
to Consumer
Bilge Tank
H-14 H-16 Gas Oil


Refrigeration Plant O2 Analyser g) Ensure that the ballast pump is isolated from the ballast system
Maker: Hamworthy KSE a.s. Moss by closing valves BA31V, BA35V and BA38V.
Maker: York Refrigeration, Marine
Type: Servomex xendos 1800 h) Open the ballast overboard valves BA40V and BA55V
Type: SMC 116 S
Range: 0 - 25% oxygen
Refrigerant: R404A
i) Ensure that the port side low SW chest suction valve S105V is
The analyser is a microprocessor-based electronic unit for the continuous open.
The inert gas is cooled by being passed through a finned gas cooler which is monitoring of the oxygen levels in the inert gas generator outlet.
divided into two parallel sections. The cooler is cooled by R404A refrigerant j) Open the ballast pump SW suction valve BA30. Open the
from a 16 cylinder reciprocating compressor. The 16 cylinder compressor is The gas sample continuously flows through the analyser sensor because of the discharge valve B36 approximately 15% and the manual
belt driven by an electric motor. higher pressure in the inert gas system. This ensures that the oxygen content discharge valve B103V to the IG plant 40%.
is continuously measured. The analyser has a 4-20mA output signal which is
The cooler tubes contain cooling R404A and to prevent any water condensing proportional to the oxygen content and this signal is the input signal to the O2 k) Press the MANUAL MODE button on control panel then
and turning into frost or ice, the evaporating temperature is kept at slightly indicator on the control panel. Adjustment of the alarm set points can be made press the start button for the SW supply. The SW inlet valve to
below zero so that the water drains away. via the membrane keys on the unit front. scrubber will open and the light for the SW supply pump on the
mimic panel will flash. Now telephone the CCR and start the
The compressor is fitted with high and low pressure cut-outs and a lubricating When the instrument is first switched on, the upper and lower displays are SW pump from the DCS.
oil pressure cut-out. There is also a lubricating oil pressure differential cut-out illuminated for approximately three seconds and the sensor cell then warms up
to stop the compressor in the event of the lubricating oil pressure dropping and stabilises. The unit then gives the O2 reading. l) Start the ballast pump from the DCS mimic panel T30-433-01
below that of the crankcase. in the ECR. The ballast pump supplies cooling water to the
scrubber tower.
The compressor is fitted with automatic capacity control. A regulator will Operation
unload cylinders one at a time in accordance with the load demand. The m) Close the overboard valve BA40 and open the discharge valve
minimum operating level is two cylinders. There is also an automatic crankcase B36 approximately 40% (for a discharge pressure of 4.8 bar).
oil heater which is switched on when the compressor stops and vice versa. A Tasks to be Carried Out before Starting the Plant from the
dryer/filter is also fitted. The dryer part must be changed regularly while the Central Control Room DCS Panel
filter part may be cleaned. On Deck
In the Engine Room n) Set the valves in the passageway as required.
Inert Gas Dryer a) Ensure that the control panel is energised at all times, because
WARNING
Maker: Delair BV alarms need to be operative even if the plant is shut down.
Passageway vent fans should run throughout the IG operation. Notices
Type: GDCA-NESP-2612 Ensure that the control air supply is on.
must be posted to state that IG is in use and the passageways should not
Model: M4798-001 be entered. After completion of IG operations the passageway should not
b) Check that there is no alarm condition and reset any alarms
Flow rate: 13,500m3/h be entered until the O2 content has been checked.
by pressing the ALARM RESET pushbutton on the generator
Design pressure: 0.6 bar panel.
Volume: 11.27m3 each On the Inert Gas Generator Mimic Panel
o c) Check the oxygen analyser for correct calibration, if necessary o) Press the blower SELECT button (both blowers) on the IGG
Temperature: 180 C
adjust the O2 at solenoid valve 216. mimic panel.
Heaters: Sinus Bobe (electrically heated), LVR (steam
heated) d) Open the discharge valve fully then slowly open the suction p) Check that there is a flow through the bubbler unit for cleaning
No. of sets: 2 valve on the refrigeration compressor. the sample gas.
The unit is fitted to the inert gas outlet and is designed for continuous operation e) Open the gas oil valves from the service tank to supply the q) Check that all air has been evacuated from the cooling jacket
using a twin absorber system. One absorber dries the incoming inert gas while fuel pump. Check the oil level in the tank and replenish if outlet by viewing the flow through the sight glass.
the other absorber is regenerated. The dryers are heated either with steam or necessary.
electrical power which is selected by turning a switch on the control panel. The r) Once the cooling SW flow has been established, press the AUTO
air dryers start automatically when the inert gas generator is started. f) Ensure that the DRAIN TO BILGE selector switch on the mimic START pushbutton for the refrigeration plant. The compressor
panel is turned to position 3, EFFLUENT OVERBOARD. will start 30 seconds later. Throttle the suction valve to maintain
(Note: If the inert gas plant has been shut down for a long period, the dryers Valves H-14 and H-16 will open. a suction pressure of 4 to 5 bar and a discharge pressure of less
should be regenerated manually, ideally two days before use.)


Vent
To Funnel
From Side Wall
10bar Steam
Air HIC
System
A37V
PAL S
PS PI
To Inert Gas PI
Service Tank Heater
PI
From Inert Gas FX
Generator Gas Oil
PIAH FI Steam
I
Cooler To Funnel
PI AAHL
PS PI No.2
No.1
Dryer
Dryer
TI
F38V
BE Fan To
131V Atmospheric
Drain
SG SG 127V
From Tank
Silencer S
S H-2
TAH
TS S
H-17
PI PI
TS TI
From Fresh Water
Hydrophore Unit
D20V
PI
S PX PIC
To
SG S S Engine
I Demister S
P MIAH PX PIC 12V
TI TI LAH
LS
H-10
HC PAL
PS
PY
H-11
S
H-5
From No.3
Ballast Pump
(See 4.12.1a) I-10V
PAHL TX Key
PS TX PX
PI
Sea Water Steam
TIAH PIAH
Blowers
PAHL I
PS PI
P
Inert Gas
To Oily Fresh Water
to Consumer
Bilge Tank
H-14 H-16 Gas Oil


than 20.bar. When pressures are steady slowly open the suction Manual Starting Procedure for the Plant n) When the flame is established, indicated by the FLAME ON
valve. lamp, allow approximately 4 seconds before pressing the IGN
ON pushbutton, which will switch off the ignition burner.
This start procedure is to be used when testing the plant, after inspection or
s) Press the START pushbutton for the blowers when the
maintenance work and if the automatic controls are not functioning.
refrigeration plant suction pressure is at 0.0 bar. Ensure that all o) Wait another 15 seconds for the flame to stabilise before
temperatures and pressures are within limits. selecting full capacity by pressing the START CAPACITY
a) Carry out the checks a) to e) before starting pushbutton.
If air purge (dry-air) is required press the STOP and AIR PURGE pushbuttons.
b) Press the MANUAL START pushbutton on the generator p) Check that the FO return pressure and the plant temperatures
If inert gas is required press the STOP and the IGG AUTO pushbuttons.
panel. and pressures are normal.
t) Wait until the LED FLAME ON is energised and the plant is c) Ensure that the DRAIN TO BILGE selector switch on the mimic q) If necessary, adjust the O2 content using the manual loading
running with full capacity and with an acceptable O2 content. panel is turned to position 3, EFFLUENT OVERBOARD. station. Opening the valve will decrease the O2 content and
Valves H-14 and H-16 will open. closing the valve will increase the O2 content.
u) Check that the FO return pressure and the plant temperatures
and pressures are normal. d) Start No.3 water ballast pump and adjust the SW cooling The gas will bypass the dryer via valve H-17 until the O2 is within the preset
pressure to 4.8 bar by controlling valve BA-36, using the DCS limits. The dryer will start approximately 3 minutes after the main burner and
v) If necessary, adjust the O2 content using the manual loading graphic display screen (ballast pumps). the bypass valve H-17 will close.
station. Opening the valve will decrease the O2 content and
closing the valve will increase the O2 content. e) Select the blower required by pressing the pushbuttons for Once the acceptable O2 content, dew point and IG outlet temperature has
either SELECT BLOWER 1 or SELECT BLOWER 1 followed been achieved, press the SELECT CONSUMER pushbutton. The inert gas
w) Once the blowers are running and the refrigeration plant outlet by the START/STOP pushbutton. supply main valve H-1 will open, the vent valve H-2 will close and gas will be
temperature reaches 6°C to 8°C, press the AUTO START supplied to the deck.
pushbutton for the dryers. f) Check that there is a flow through the O2 bubbler unit for
cleaning the sample gas.
x) Once the system is operating correctly, press the REMOTE Procedure for Stopping the Inert Gas Plant
CONTROL pushbutton. g) Check that all air has been evacuated from the cooling jacket
outlet by viewing the flow through the sight glass. a) Press the SELECT CONSUMER pushbutton.
In the Central Control Room The system will change from supplying gas to the deck to venting to
h) Wait for approximately 3.5 minutes for the blower to purge the
y) If the O2 and dew point readings are satisfactory, press the system, then start the FO pump by pressing the START/STOP atmosphere, by the valve H-2 opening and the supply valve H-1 closing.
CONSUMER SELECT pushbutton on the DCS graphic display pushbutton.
T30-430-01 INERT GAS GENERATOR to put the IG plant on b) Press the AUTO STOP pushbutton on the generator panel.
line. i) Select the start capacity by pressing the START CAPACITY
pushbutton. The fuel oil recirculating valve will open, the supply valve will close and the
The gas will be directed to the atmosphere via valve H-2 until the O2 and dew pump will stop. The sea water cooling inlet valve H-5 will remain open and the
point are within the preset limits. j) Energise the ignition glow plug by pressing the GLOW ON air blower will remain running for a preset period in order to cool the system
pushbutton. down.
Once the acceptable O2 content and dew point have been achieved, the inert
gas supply main valve H-11 will open, the vent valve H-2 will close and gas k) Wait for approximately 30 seconds before admitting air and FO (Note: The main IG supply valve H-1 is controlled by the O2 content and dew
will be supplied to the deck. to the igniter by pressing the IGN ON pushbutton. point. If the O2 content is too high or too low and the dew point is too
high, the valve will not open. If either the O2 content, the dryer or the
l) Wait for approximately 3 seconds before admitting FO to the refrigeration plant should reach alarm limits during normal operation,
main burner by pressing the VALVE OPEN pushbutton. the vent valve H-2 will open and the supply valve H-1 will close.)
m) Switch off the glow plug by pressing the GLOW ON When the plant is running the operator should check and record all values on
pushbutton. the locally mounted instruments. Any abnormal values should be investigated
and the fault corrected as soon as possible. Should the O2 content alarm sound
the operator must adjust the O2 content at the manual loading station.

2.11 Soiled and Waste Water and Deck Scupper System
Illustrations
2.11a Soiled and Waste Water and Deck Scupper System


Illustration 2.11a Soiled and Waste Water and Deck Scupper System
Sewage Discharge Hospital

Shore Connection Waste Drainage Wash Basin Hospital
(Port) Floor Scupper Soil Pipes (P) Soil Pipes (M) Soil Soil Pipes (S) Waste Drainage (S) Waste From Galley
(Port) (Stbd) Provisions Refrigeration
Sweat Sweat Chamber
Scupper To Scupper
Drain Funnel Drain
Hamworthy KSE Ltd. No.1 (Amps) DISCHARGE No.2 (Amps)
MANDATORY CHECKLIST
Supply High Level
Available Alarm THESE CHECKS MUST BE
CARRIED OUT DAILY AS
SPECIFIED IN THE HAND-
BOOK
Compressor No.1 (Hrs Run) No.2 (Hrs Run)
No.1 No.2 1. THAT THE COMPRESSOR
IS RUNNABLE & PRESSURE
Running GAUGE READING IS AS
SPECIFIED
P9V 2. THAT THE DISCHARGE
RUNNING STOPPED TRIPPED PUMP IS UNDER AUTO-
MATIC CONTROL
Stopped No.1
3. THAT SLUDGE IS BEING
Engine Room Toilet RETURNED VIA THE
VISUAL INDICATOR PIPE
RUNNING STOPPED TRIPPED 4. IF THE COMPRESSOR IS
No.2
STOPPED OR THE UNIT
Tripped
BYPASSED, ALL
0 0 0 COMPARTMENTS MUST BE
Lamp
1 1 1 1 1 1
EMPTIED & FLUSHED OUT
Test 5. IF INSIDE CONTROLLED
Compressor Discharge
WATERS, CHECK DIS-
Rating Pump
INFECTANT LEVEL
Select
Sewage Treatment Plant
HAMWORTHY 0 1
PUMPS & COMPRESSORS LTD.
POOLE DORSET ENGLAND
GO No. Type
DIAGRAM Issue
VOLTS kW AMPS Hz
P1V Skimmer
P2V Sludge Coarse Sewage Treatment Plant
Return Screen Control Panel
PS From Air
VI Compressor
P14V P20V
Plug Overflow
Emergency
Overflow To
P3V Bilge Holding
P7V LS Tank
Settling
3 Stage Tank
Sewage Collecting
Tank (6m3) Level
P8V Control
LS
PI CI D18V
P4V Macerator
Chlorine
Contact Sludge
Aeration
Return
PI CI 27V From
Fresh Water Sewage Treatment Plant
Hydrophore P25V P23V P17V
Unit (60 Persons/Day)
(Section 2.8.3) CI CI
Vacuum Pumps Discharge Pumps
2 1
(10m3 x 26mth)
PI PI
P26V P24V From Auxiliary Key
Escape Elevator Sea Water
Trunk Trunk Cooling Pump Sea Water
P10V (Section 2.5.2)
Fully Loaded
Water Level Fresh Water
P19V Instrumentation
P11V
Ballast Water Level P28V P12V P13V Drains
Bilge Well
Compressed Air
Bilge Holding Tank P29V Near Aft To Tank Top Electrical Signal
Bilge Well
Issue:1 Section 2.11 - Page 1 of 3


2.11 SOILED AND WASTE WATER AND DECK This sewage treatment plant consists of a tank with three main compartments: soil pipes in the middle of the ship, including the hospital, and one from the
SCUPPER SYSTEM engine room toilet. The vacuum pump discharges the contents of the sewage
• Aeration compartment
collecting tank to the sewage treatment plant. There is a direct inlet to the
• Settling compartment sewage treatment plant from the hospital wash basin and floor scupper.
Sewage Treatment Plant
• Chlorine contact compartment
Maker: Hamworthy KSE Ltd If necessary the contents of the sewage collecting tank can be pumped
overboard or ashore via the shore connections on the port and starboard sides
No. of sets: 1 Aeration Compartment of the ship. The discharge pump may be used to recirculate the contents of the
Model: Super Trident ST4A sewage collecting tank back to the sewage collecting tank.
The sewage in this compartment is from the lavatory pans and urinals in
Type: Biological oxidation and discharge the accommodation spaces, being pumped into the compartment from the
Capacity: 60 persons/day sewage collecting tank by the discharge pump. The incoming effluent material (Note: Rules governing the discharge of raw sewage must be complied with
Sewage collecting tank: 6.2m3 mixes with the activated sludge already present in this compartment. The at all times and the discharge of raw sewage overboard must only be
gases produced during the bacterial action which takes place are vented to contemplated should the sewage plant be unserviceable. The bacterial
Discharge Pumps atmosphere. An air blower supplies air to the compartment, which provides action requires a regular supply of raw sewage and the discharge of
the oxygen the aerobic organisms require for digesting the raw sewage. It raw sewage overboard can impair effective bacterial action.)
No. of sets: 2
also assists in mixing the incoming sewage with the water, sewage sludge and
Type: B50
bacteria already present in the compartment. The bacterial action breaks down
Capacity: 10m3/h at 26mth The sewage treatment plant discharge pumps normally take suction from the
the sewage, producing carbon dioxide, water and new bacteria.
chlorine contact compartment but valves on the other three compartments
Air blower: DLT25
allow those compartments to be pumped out if necessary. There is a connection
Dosing pump: DL-MA 05-10 Settling Compartment from the main sea water cooling pump which allows for flushing of the sewage
Vacuum System The effluent passes into this compartment and settles out. The water passes into treatment plant.
the chlorine contact compartment, whilst the remaining sludge, containing the
Maker: Evac
active bacteria, returns to the aeration compartment for further processing. A Procedure for Operating the Sewage System
Type: Easy-fit type 0121 surface skimmer in the compartment removes floating sludge and debris from
Pumps the surface and returns it to the activation compartment.
Sewage Collecting Tank
No. of sets: 2 Select one of the pumps on the sewage collecting tank to be used as the vacuum
Chlorine Contact Compartment
Type: 4/HK-50-F pump and the other to be used as the discharge pump.
Water from the settling compartment is sterilised by being brought into
contact with sterilising tablets containing the required amount of chlorine. The a) Set the valves as in the following table:
Introduction disinfecting tubes are filled with chlorine tablets, the amount depending upon
the sewage plant throughput and the water is sterilised when it comes into
The sewage collection system is of the vacuum type with the vacuum being contact with the tablets. After flowing through the disinfecting tubes, the water
provided by means of an ejector, non-return flap valve and two pumps. Soil passes to the discharge chamber which is fitted with float switches controlling Open Sewage collecting tank inlet valve
pipes from the accommodation and the engine room toilet are directed to the the starting and stopping of the discharge pump. There are two pumps, one of from vacuum manifold
sewage collecting tank inlet under vacuum. Under normal circumstances one which will be selected as the duty pump and the other ready for operation. Open Line valve from port soil pipes P2V
of the pumps will be set to operate as a vacuum pump, the other being operated
CAUTION Open Line valve from starboard soil pipes P1V
as a discharge pump to the sewage treatment plant. The discharge pump is
started and stopped by means of a timer switch. The vacuum pump is started Discharge overboard should not take place within 12 nautical miles of Open Line valve from middle soil pipes P14V
and stopped by a vacuum switch on the sewage inlet manifold, which is kept the coast.
Open Vacuum pump suction valve
under vacuum by a non-return flap valve. The pump duties can be changed
over when required. The sewage collecting tank is not maintained under The sewage treatment plant works automatically once the control switch is Open Vacuum pump discharge valve
vacuum and is vented to the funnel and overflows to the bilge holding tank. set to the AUTO position. Periodic attention is required and the unit must be
monitored for correct operation. Open Discharge pump suction valve
Lavatory pans are flushed with water from the domestic fresh water system.
Open Discharge pump discharge valve
The sewage treatment plant is a biological unit which works on the aerobic The sewage treatment plant is manually set and is not controlled from the DCS,
activated sludge principle. The plant will treat black and grey water and is fully however, the DCS will initiate a sewage treatment plant abnormal alarm in the
automatic in operation. event of a system power failure.
The sewage collecting tank has four inlet connections, one from the soil pipes
on the port side of the ship, one from soil pipes on the starboard side, one from


Position Description Valve e) Turn on the main switch for the sewage treatment plant and These overboard discharge valves must be open at all times.
select one of the discharge pumps as the duty pump. Turn the
Closed Discharge/vacuum pumps discharge
control switch to the AUTO position. The provision refrigeration chamber drains directly to the bilge well. The
cross-connection valve
escape trunk drains to the after bilge well by way of valve P12V which should
Open Discharge valve to sewage treatment plant P3V f) The sewage treatment plant will operate automatically with be opened as required. The elevator trunk drains to the tank top by way of
Closed Discharge valve to sewage collecting tank the compressor supplying air as required and the selected duty valve P13V which should be opened as required.
pump will operate in response to the level switches to empty the
Closed Overboard discharge line valve from collecting tank P4V contents of the chlorine contact compartment. The engine room sink drains to the bilge holding tank.
Open Overboard discharge line valve P7V
g) Check that there are sufficient chlorine tablets in the tank.
Closed Discharge valve to deck discharge P8V Scuppers
Open Overboard discharge line non-return valve P10V (Note: The number of tablets may need to be adjusted depending upon the use
of the sewage plant.) Upper deck scuppers are discharged directly overboard without any valves, via
Open Overboard discharge valve P11V overboard discharge pipes located on the port and starboard sides of the ship.
Closed Sewage collecting tank drain valve to h) Check that the blowers and the discharge pump are operating
bilge holding tank P27V correctly. Internal scuppers drain to the engine room tank top near the bilge wells.
Closed Water supply valve to float cleaning D18V The swimming pool has a drain valve directly connected to the overboard
CAUTION
Raw sewage may only be pumped to sea in waters where such discharge discharge line from the pool overflow pipe.
Sewage Treatment Plant is permitted and permission from the bridge must be obtained before
the discharge takes place.
Open Sewage plant No.1 discharge pump suction valve P23V
Open Sewage plant No.1 discharge pump discharge valve P24V Daily Checks
Open Sewage plant No.2 discharge pump suction valve P25V
Check that the sludge is being returned to the activation compartment from the
Open Sewage plant No.2 discharge pump discharge valve P26V
settling compartment, and that the discharge pump and blower are working.
Open Discharge pump suction valve
from chlorination chamber Check that the chlorine dosing unit is functioning correctly.
Closed Discharge pump suction valve
from activation compartment Check the operation of the air lift and the air diffusers through the compartment
portholes.
Closed Discharge pump suction valve from
settling compartment
Monthly Checks
Closed Discharge pump suction valve from SW system P17V
Check that air flows are correct and that compartment vents are clear. Clean
b) Switch the sewage collecting tank discharge pump to AUTO the blower suction strainer
operation. This pump will operate in response to the level
switches in the sewage collecting tank and discharge the Waste Water System
contents of the tank to the sewage treatment plant.
Waste water is drained directly overboard through dedicated overboard
c) Switch the sewage collecting tank vacuum pump to AUTO discharge valves.
operation. This pump will operate in response to the vacuum in
the vacuum manifold. Waste drains on the port side of the ship drain overboard through the overboard
discharge valve P19V whilst waste drains on the starboard side drain through
d) The sewage treatment unit should be initially filled with water overboard discharge valve P29V. In both of these drain systems the scupper
and activated sludge added if it has been emptied for any reason drain is via a U-bend.
or when commissioning the plant for the first time. This will not
be required when the unit has been operating previously but the The galley waste system drains overboard through the overboard discharge
description is included for completeness. valve P28V.

2.12 Exhaust Gas Systems
2.12.1 Boilers, Generator and Incinerator Exhaust Gas System
2.12.2 Boiler Sealing Air System
2.12.3 Nitrogen Generator
Illustrations
2.12.1a Boilers, Generator and Incinerator Exhaust Gas System
2.12.2a Boiler Sealing Air System
2.12.3a Nitrogen Generator


Illustration 2.12.1a Boilers, Generator and Incinerator Exhaust Gas System
Funnel Top
G103V
TC
Silencer
SDX SDX
G163V
G104V G105V
Incinerator G154V
SDX SDX
Control Control
Unit Unit
ODX ODX
Economiser TIAHL TIAHL Economiser

TX TX
DCS PI PI DCS
DCS DCS
PX PI PI PX
G158V TAH TAH G160V
TI TS TS TI
DCS DCS
TI TI
PI PI
PX PX
DCS DCS
G157V G159V
PI PI
No.1 Main Boiler No.2 Main Boiler
G164V
Cylinder Exhaust Gas G165V

TIAH
TX
DCS
TX
TIAH G145V G147V
DCS
Boiler Drain Tank G146V G148V
(6.0m3)
TI
Generator Engine TX
DCS
Key
PI
PX
DCS
Exhaust Gas
G144V
Electrical Signal
To Deck Scupper To Bilge
Holding Tank To Bilge Line Instrumentation


2.12 EXHAUST GAS SYSTEMS
2.12.1 BOILERS, GENERATOR AND INCINERATOR EXHAUST

GAS SYSTEM
Introduction
The exhaust gas from the boilers, diesel generator engine and the incinerator
are led to the funnel top. Each outlet is fitted to protrude above the funnel top to
be visible in order to determine if the exhaust gas is clear and not discharging
any carbon products into the atmosphere.
The exhaust gas pipes are suitably lagged to maintain the temperature above
the dew point and so prevent corrosion in the internal surfaces.
The exhaust gas pipes are fitted with drain valves which are permanently open
to discharge any water present into seal pots.
The temperature of the exhaust gases from the boilers is monitored on the DCS
graphic screen T30 452-13 and the generator is monitored by the DCS graphic
screen T30 402-01. The incinerator is fitted with a flue gas temperature high
alarm and trip.
The generator exhaust gas pipe is fitted with a silencer in the funnel section
and each boiler exhaust gas is monitored for O2 and smoke content. An audible
alarm operates when the O2 and smoke content levels reach the set point.


Illustration 2.12.2a Boiler Sealing Air System
Exhaust Gas From Forced From Forced Exhaust Gas

Duct Draught Fan Duct Draught Fan Duct Duct
G36V
No.2
Smoke Meter Smoke Meter
Seal Air Fans
(8m3/min)
PAL G35V
PS
DCS
R7 No.1 R7
R8 Economiser Economiser R8
R6 R6
R5 R5
R4 R4
Burner G41V G42V Burner

Sootblower Sootblower
Flame Flame
Eyes G55V G56V Eyes
R3 R1 R1 R3
No.1 Main Boiler No.2 Main Boiler
L1 L1
R2 R2
L2 L2
MH Observation Observation MH
Holes Holes
Key
MH O O MH
Air
Manhole Manhole
Electrical Signal
MH MH
G40V Instrumentation G51V
Observation Observation
R Stationary Rotary Sootblower
Hole Hole
Ash Door Ash Door
L Long Retractable Sootblower


2.12.2 BOILER SEALING AIR SYSTEM
Introduction
Due to the boiler casing being under pressure from the combustion gases,
the various penetrations require sealing to prevent the gases leaking into
the engine room.
Sealing is achieved by two seal air fans and bleeding air from the forced
draught fan ducts.
Seal Air Fans

Maker: Daeyang Electric Co. Ltd
Type: HRZ10A/160/670
Capacity: 8m3/min x 1,100mmWG
Motor: 7.5kW, 13.6A
Two seal air fans are supplied, one on standby and the other on duty. The seal
air fan provides cooling and sealing air to the burner flame eyes.
The fans are started locally and the seal air pressure is monitored by the DCS;
an audible alarm operates when the pressure falls to below the set point.
The forced draught fans supply sealing and cooling air to the following:
• Furnace observation holes
• Manholes
• Sootblowers
• Furnace ash door


Illustration 2.12.3a Nitrogen Generator
Vent to Funnel
Key Permeate Vent to Funnel
Gaseous Nitrogen
440V, 50Hz 440V, 50Hz Zero
Electric Supply Oxygen Enriched Air Electric Supply (Gas)
From Control
Fresh Water Cooling GS Air System Panel OAHH OAH
(2.9.2) TAH OIT MAH
S
Compressed Air
XA
XV2A
Electrical Signal Calibration
220V, 60Hz TAH TIC IV4A IV5A
Electric Supply MIT
Control
Panel G49V
PDI PDI PCV3A PCV2A

Water TS TE FIT
PI PI
After Cooler Separator 1A S
Feed Air
M Compressor
No.1 V9A V1A TI FCV1A XV1A V2A CV1A
Electric
Heater V4A
N2 60m3/h Membrane Unit S
Oil Cooler
S S S XV3A
V20A
V5A V6A V7A
S AD4A
Zero
440V, 50Hz
VB Electric Supply (Gas)
FW40V
Control
FW38V Panel OAHH OAH
TAH OIT MAH
S
XA
XV2B
220V, 60Hz TAH TIC Calibration
IV4B IV5B MIT
Control Electric Supply
Panel G50V
PCV3B PI
Water PDI PDI TS TE PCV2B FIT
PI PI XV1B
After Cooler Separator 1B S V2B
Feed Air
M Compressor
No.2 V9B V1B TI FCV1B PAL PAH CV1B
Electric
Heater V4B
N2 60m3/h Membrane Unit S
Oil Cooler Start/Stop Start/Stop
PI
S S S System A System B
XV3B
V20B
To Safety Chamber
V5B V6B V7B
PS PT PS PI
S AD4B
29V
PIAL IV9 IV10 IV11 IV12
DCS
PI
FW41V IV14
FX PX PI Set at PSV1
5bar Set at
FW39V To Cargo System DCS 13bar
(6.2.1) FI Buffer V15
DCS Set at 27V PCV4B 26V Tank
28V V16 18m3
From/To 5.5bar
Central Fresh Water 13 bar
Cooling System
Set at V12 V11
PS PI PI 25V 5bar
To
Boiler Burners
PIAL PIAL V13
(2.4.2) PX 24V PCV4A 23V
DCS DCS


2.12.3 NITROGEN GENERATOR Feed Air Screw Compressor Control Systems and Instrumentation
Maker: Tamrotor Marine Compressors A/S
The control panel permits fully automated unmanned operation of the units.
Introduction Type: EMH 35/13 EWNA:
Free air capacity: 3.48m3/min The following alarms and controls are mounted on the control panels::::
Two nitrogen generators, installed in the engine room, produce gaseous Working pressure: 12 bar
nitrogen which is used for the pressurisation of the barrier/annular insulation • Pushbuttons for start/stop operation
spaces, as bulkhead seal gas for the HD and LD compressors, fire extinguishing Nominal power: 35kW
• System status indications
in the vent mast risers and for purging of various parts of the cargo piping. A Male rotor speed: 3,520 rpm
differential controller maintains the annular pressure at hold pressure plus Air temperature (max): 46°C • Pushbutton for audible alarm acknowledgement
5mbar. Particle size (max): <40 micron • Continuous N2 delivery pressure
Particle concentration: <10mg/m3 • Continuous O2 content reading
The two high capacity units (60Nm3/h each), are able to produce 120m3/h of
nitrogen, which is mainly required for the topping up of the barrier insulation Oil content at 70 bar • Dew point analyser
and 21°C): <5.0mg/m3
spaces during loading, cooldown and other services, such as vent mast fire
Dew point at atmospheric • Electrical heater temperature control
extinguishing and compressor sealing.
pressure: <0°C • Emergency stop pushbutton
The operating principle is based on the hollow fibre membranes through which
Four independent, time operated condensate drain valves.
compressed air flows and is separated into oxygen and nitrogen. The oxygen
is vented to the atmosphere via the engine funnel and the nitrogen stored in a Alarms and Shutdowns
The hollow fibre membrane unit with dry filters has the following characteristics
18m3 buffer tank ready for use.
(at 50°C inlet temperature) 2 x 60Nm3/h, N2 97%, O2 residual 3%.
Tag No. Description Set Point
The high capacity units each consist of a Tamrotor screw compressor, cooled TAH-1A/B Air heater high temperature (system 120°C
The membranes are provided with a back pressure control valve downstream
from the central fresh water cooling system, a single stage air/water separator, shutdown)
of a flow meter, which maintains a constant membrane pressure.
three air filters arranged in series, a 4kW electric heater, before passing into
TAH-2A/B Feed air temperature high 65°C
the membrane units. An oxygen analyser, after the membrane, monitors the
The nitrogen generators are equipped with an oxygen analyser, which MAH-1A/B Dew point level high -65°C
oxygen content and, if out of range, ie. above 5% O2, redirects the flow to the
continually monitors the oxygen content in the nitrogen output. If the level of OAH-1A/B Oxygen content high 3.50%
funnel.
oxygen rises above 1% of the design value, then an alarm is activated on the
OAHH-1A/B Oxygen content high high 4.00%
console. If the level of oxygen rises further then the high high alarm operates,
The nitrogen is stored in a 18m3 buffer tank, where high and low service PAL-5 Nitrogen buffer tank pressure low 5.5 bar
redirecting the flow to atmosphere and closing the discharge line to the buffer
pressure set points actuate the starting and stopping of the generators. PAH-5 Nitrogen buffer tank pressure high 9.0 bar
tank.
High Capacity Unit The gaseous nitrogen generators are operated locally with alarms and system
Oxygen Analyser
Maker: Air Products conditions monitored from the DCS graphic screen T30-431-01 NITROGEN
GENERATOR. The compressors can be stopped by clicking on the STOP icon A fixed O2 content analyser is installed on the package units and is connected
Nominal flow rate: 2 x 60Nm3/h at 97% N2 before the remotely operated three-way valve.
on the screen alternatively they can be stopped locally in the engine room.
Delivery pressure: 6 / 8 bar
Dew point: -70°C The analyser has the following characteristics, O2 range 0 to 25%, with an
Outlet gas composition: Oxygen 3% by volume output signal of 4-20mA for the remote indicator, alarm panel and three-way
valve actuation.
Carbon dioxide < 30ppm
Nitrogen balance to 100%

2.13 Steering Gear
Illustrations
2.13a Steering Gear Fluid Flow


Illustration 2.13a Steering Gear Fluid Flow
Hand Pump
Storage
Tank
(3.4m3)
Expansion Tank
(500 Litres)
Low Oil
Level Alarm
with Test Lever
a1 b2
A C
b1 a2
B D
Directional/ Directional/
L L Pilot Valve M M Pilot Valve
Relief PI PI Relief
R Valve
R Valve
Relief Valve Relief Valve Relief Valve
Key
Low Oil Low Oil
Level Switch Hydraulic Oil Level Switch
M with Test Lever M with Test Lever
Drain Pipe
Heating Heating
Element Expansion Pipe Element
Instrumentation
M M
Oil Cooler Oil Cooler


2.13 STEERING GEAR Sealing between pressure chambers is by means of spring loaded cast iron General
sealing bars. Seals between actuator and rudder stock are arranged as gland
Maker: Porsgrunn seals. A header/expansion tank is arranged on top of the actuator, this acting as The steering gear is designed to meet all requirements for steering of the
No. of sets: 1 an oil reservoir tank for the system oil. vessel with rudder movement in the specified time through the specified angle.
Although two hydraulic pump units are fitted the steering gear can satisfy the
Type: Electro-hydraulic rotary vane
The system is provided with two motor and pump units which consist of electric requirements for rudder movement using a single pump. The rudder movement
Model: 650-400/2 Std motor, hydraulic pump, oil reservoir, cooler and filters. The temperature of the requirements can also be satisfied with a single vane operating with a single
oil in the tanks for these pumps is controlled by means of an air cooled radiator. pump thus there is 100% redundancy. In the event of failure of one hydraulic
Introduction An electric heater is also provided in the tank in order to maintain temperature pump unit the other pump unit may be operated and the steering gear is still
should local conditions become cold. able to meet the requirements for rudder movement.
The steering gear is of the rotary vane type and consists of actuator, two power
units, electro-hydraulic control system and associated electric components. Rudder control is arranged by means of electric solenoid directional pilot In the event of failure of the remote steering gear control system (the autopilot
valves, one for each pump unit. The directional pilot valve is operated by or bridge steering system) it is possible to control the steering gear from the
The actuator has a vaned rotor and the hydraulic force is transferred to the the steering system which sends a signal to the solenoid of the directional steering gear room.
rudder stock/rudder by means of a frictional connection between the rotor hub pilot valve. This signal moves the directional pilot valve so that one side of a
and rudder stock taper. There are two vanes on the rotor and the housing is vane receives pressure oil and the other side is vented thus causing the vane The steering gear is monitored by the DCS and its operational condition is
divided into two parts by means of two stoppers. This arrangement effectively to move and hence the rudder to rotate. When the rudder reaches the desired displayed at the DCS mimic T30-406-01. There is no control of the steering
gives a twin cylinder steering gear actuator, each cylinder comprising the angle feedback from the link arm, attached to the rudder stock, causes the gear via the DCS.
pressure and return sides of a vane. There are two hydraulic pump units and steering control system to send a close signal to the directional pilot valve.
these may operate together or one pump unit may supply oil to operate the two The directional pilot valve moves to the closed position and effectively locks
Pressure Containing Parts of the Actuator
cylinders. the oil on each side of the vane this preventing further rudder movement; the
hydraulic pump is still operating but oil is returned to the oil tank by means The housing and stoppers are cast in nodular iron. The cover is fabricated from
The actuator/rotor housing is divided into two sets of pressure and return of the relief valve at the directional pilot valve. The rudder stays locked in rolled plate and is bolted to the housing and the stoppers. The cover and bottom
chambers by the stoppers which are bolted to the housing. Internal oil this position until there is another signal to change the rudder angle and the of the housing are also kept together with stay bolts through each stopper.
distribution is arranged by means of channels in the cover which direct the oil directional pilot valve moves to allow oil to flow to and from the actuator. The cover plate is of rectangular form in order to allow for boring of the oil
to the pressure chambers and away from their respective return chambers. The distribution lines.
chamber dividing walls (stoppers) also act as mechanical stoppers for rotor The steering gear system operates in the same way whether a single pump or
movement and rudder angle limitations. both pumps are operating except that with both pumps operating the directional Torque Transmitting Parts
pilot valves of both pumps receive signals. When the directional pilot valve is
closed the rudder actuator is effectively locked and the rudder remains in the The torque transmission from the rotor to the rudder stock is made by a friction
The hydraulic cylinder units (one vane and its associated pressure and return
set position. connection. The taper of the cone is 1 in 15. The connection is calculated to
chambers) are linked by means of the internal passages in the actuator cover.
transfer twice the design torque equated to the relief valve setting.
The steering gear may be operated by one hydraulic pump unit and this gives
the required rudder movement of 35° on one side to 30° on the other side If at any time a heavy wave strikes the rudder considerable force is imparted to
the rudder and this applies a high torque to the rudder stock. With the actuator The adjustment of height of actuator/rudder is made by using steel chocks or
(a total of 65°) in a maximum time of 26 seconds. If both pump units are
effectively locked by the directional pilot valves, this high torque could cause chockfast under the housing flange.
operating this 65° rudder movement may be accomplished in 13 seconds. At
sea normally only one pump unit is required to operate but when manoeuvring, considerable damage to the steering gear. In order to prevent this damage relief
when in restricted water or when the Master considers it advisable, both valves are fitted in the hydraulic circuit connecting the chambers on each side Bearings
hydraulic pump units are operated. of the stoppers. When a wave strikes the rudder the effect is to try to cause the
There are two radial bearings and one rudder carrier bearing in the steering
rudder to move and so a chamber on one side of the stopper would be subject
gear actuator. Wear at the upper radial bearing and the rudder carrier can
There are two vanes on the rotor which has upper and lower radial, bronze to high pressure and the chamber on the other side would be subject to low
be determined by measuring the clearance at the top of the actuator, with a
bearings and a bronze rudder carrier bearing. These bearings are lubricated by pressure. The high pressure oil is released to the low pressure side via the relief
micrometer/feeler and the expansion tank dismantled. The clearance in the
the hydraulic oil from the pressure chambers. valves and the rudder can move under the action of the wave. When the wave
lower radial bearing can be determined by using a hydraulic jack to move the
has passed the rudder is now in a position which does not correspond with
rudder stock against a dial gauge located in four places. All bearings are made
The rudder angular movement is limited to a maximum of 45° each side by the steering gear setting and the steering gear operates to return the actuator
of ordinary bearing bronze.
means of electrical limit switches and the mechanical stops, provided by the and rudder to the original set position, or any new position set by the steering
stoppers, limit the maximum rudder angle to 47° each side. A selector switch control.
in the wheelhouse steering gear control panel allows a rudder angle of 35° or
45° to be selected as required.


Seals Operation (Note: The Maximum Rudder Angle selector switch in the wheelhouse panel
In order to seal between the high and low pressure sides in the pressure must be set for 35° or 45° as required.)
chambers, double sets of cast iron, spring loaded sealing bars are used, both The steering gear is remotely controlled by the autopilot control or by hand
on the rotor vanes and the stoppers. Between the pressure chambers and steering from the wheelhouse. Emergency control is carried out by the
operation of the pushbuttons on the steering gear directional pilot valves if the
Operational Procedure to Start the Steering Gear
actuator expansion tank sealing is provided by means of a spring loaded cast
iron sealing ring. electrical control system has failed or by means of the local NFU tiller unit if
the steering gear control system still operates but the control transmission from Oil Filling
In addition to springs, the pressure in the main system is led, via non-return the bridge has failed.
valves/nozzles, to the back side of the sealing ring, which improves the seal a) Check the expansion tank (located on top of the actuator) to
capability. All orders from the bridge to the steering compartment are transmitted ensure that the oil level is correct; there is a level indicator in
electrically. The electrical signals activate the solenoid units of the directional the expansion tank. If replenishment is required the expansion
The lower part of the rotor, and the top of the lower radial bearings acts as a pilot valves to direct pressure and vent oil to and from the hydraulic cylinders tank is supplied with oil from the hydraulic oil storage tank by
seal against the bottom of the housing, but allows a small amount of oil to pass formed by the vanes, casing and stoppers. The rudder feedback transmitter means of the hand pump and open valve K.
for lubrication of the radial bearing and rudder carrier bearing. supply the actual rudder position signal for the system, allowing the bridge
actuator to know the actual position of the rudder at all times. The rudder angle b) When oil has been supplied so that no low level alarm is present
This leak oil will pass through a ring chamber and back to the expansion tank is limited to 45° port or starboard or 35° port or starboard, depending upon the and the expansion tank level is showing 75% full, the system is
on top of the actuator. setting of the Rudder Angle selection switch at the steering gear control panel charged and the steering gear is ready for testing.
in the wheelhouse.
Oil Distribution Operation of the Steering Gear
Under normal circumstances at sea the two vanes will be in use, with oil
Internal oil distribution in the actuator is arranged through channels in the supplied by one of the pump units. When manoeuvring in confined waters, it
cover. Oil is supplied to the actuator via the directional pilot valves, which also is compulsory that both pump units are running, in order to provide for full a) Open the oil supply valves from the pump units to the actuator
control the return flow from the actuator. The directional pilot valves prevent safety backup. (valves A, B, C and D) and open the valves from the expansion
oil flow to and from the actuator when the rudder is in the correct position thus tank to the pump units (valves E and F).
effectively locking the actuator and rudder. The steering gear may be started and stopped from the bridge or from the
steering gear room. Start and stop is activated by means of a switch. A pump b) Ensure that the oil level in the expansion tank remains at 75%
There are two oil tank and pump units. A level switch is fitted in the tank and unit not operating is set to standby mode. The pump starter panel also has full when all valves are open; if the oil level falls check the
this activates an alarm in the event of low level. A low level alarm indicates switches for the oil heater, the motor heater and the oil cooler. The motor heater system for leaks and replenish the expansion tank as described
leakage from the system and the other pump should be started if not already should be switched on whenever the hydraulic pump is not operating. The above.
running and the pump for the system with the leak should be stopped and the oil heater and cooler are operated as required. The starter panel has a control
pump unit isolated. The tank is fitted with an electric heater. An oil cooler circuit switch which is set to the NORMAL position but may be set to the c) Ensure that there is electrical power at the steering gear control
pump takes suction from the oil tank and circulates oil through the air cooled TEST position in order to allow for testing of the control system. The steering panel and each pump starter panel. Ensure that each pump
radiator and back to the oil tank. The radiator air fan is driven by the same control selector switch is normally set to the REMOTE position but may be motor heater is switched on.
electric motor as the oil cooler pump. set to the LOCAL position if steering control from the steering compartment
is required. d) Ensure that the control circuit switch is turned to NORMAL and
that the pump starter switch is in the START position for each
Control System
In the event of a pump failure the control system will operate to start the other pump. As necessary, depending upon conditions, start the oil
The steering gear is equipped with two directional pilot valves, one for each pump, if it is not already running and has been selected for standby operation. cooler or oil heater.
pump unit, and these regulated the flow of oil to and from the actuator. If The second pump may be selected for standby by means of the Standby
only one pump is operating only the directional pilot valve for that pump is selector switch in the wheelhouse steering gear control panel. e) Operate the starter of both pumps in turn and check that the
controlled by the steering control system. The directional pilot valve sends full pump motor is turning in the correct direction. This only needs
oil flow to the actuator and allows for full return flow from the opposite side In the event of oil leakage from one pump unit system the level of the oil in that to be done at initial start-up or after any work has been carried
of the actuator vane(s). There is no variation in oil flow; it is either full flow or pump unit tank will fall and the level switch will initiate an alarm. The other out on the electrical system. Stop the pumps after this check.
no flow. When the rudder is in the desired position the steering control system pump should be started, if not already running, and the pump for the system
shuts the directional pilot valve and effectively hydraulically locks the actuator where the alarm has been activated should be stopped. The actuator supply f) Check that the mechanical indicator arms move freely and that
and rudder in the desired position. isolating valves (A and B or C and D) for the pump where the leak has occurred linkages to the feedback system are connected properly.
should be closed. The steering gear will then operate with both actuator vanes
With both pump units operating the situation is the same except that both supplied by the single pump without system leakage. g) Check that the rudder is in the mid position.
directional pilot valve operate together and the actuator receives double the oil
flow compared with that provided by a single pump and the actuator moves at
twice the speed achieved with a single pump.


h) Start the selected electro-hydraulic pump unit. The starting and Emergency Steering System Checks
stopping of pumps can be undertaken from the bridge but an
engineer must be in the steering gear compartment to check the This is covered in section 4.5. The emergency procedure used depends upon
Daily Checks
operation of the pumps at least once each month. When one the nature of the failure. If the bridge steering unit or transmission system has
pump is running correctly, start the other pump unit. failed but the steering gear is still fully functional local steering may take place • Check the oil level in the expansion tank and refill as
using the local NFU unit with control taking place at the rudder indicator. necessary, the level should not exceed 75% at normal working
i) Carry out pre-departure tests according to company temperature.
requirements. In order to operate the emergency steering system, the steering control selector
switch on the steering gear starter panel must be turned from the REMOTE • Check the system pipework and valves for leakage.
j) Check for any abnormal noises. Check for any leakages and position to the LOCAL position and the starting and stopping of the pumps takes • Note the temperature of the oil in the hydraulic system.
rectify if necessary. place at the starter panel.
• Visually check the components such as indicators and linkage
k) Check the operating pressures and the oil temperature. arms.
If the steering control system from the bridge has failed, the hydraulic system
must be operated manually and this involves local control of the pump • Check gauges for any abnormal readings.
l) The steering gear is now operational. When the ship reaches directional pilot valves. The LL directional pilot valves are for the starboard
• Check for abnormal noise when the rudder is moving.
open water and the Master considers the situation safe, one of pump and the directional pilot valves MM are for the port pump. The
the pumps may be stopped and put on standby by turning the associated pump relief valve R, situated below the pilot valves, must also be
Standby selector switch to the ON position. operated simultaneously when the directional pilot valve is pressed in order to Monthly Checks
relieve pump pressure. The direction pilot valve is operated to send oil to turn
the rudder to port or starboard and when the rudder is in the correct position • Check tightness of all coupling bolts and pipe connections.
Failure of the Operating Pump the directional pilot valve and the relief valve are released.
• Check settings of limit switches.
In the event of the operating pump failing during service the other pump will
Instructions must be transmitted to the steering gear room from the bridge by • Carry out a function test on the entire alarm system (see the
automatically start if selected for standby and the Standby selector switch is in
telephone. manufacturer’s operating manual).
the ON position.
• Check that the rudder indicator is functioning correctly.
As the pump directional pilot valves are controlled individually by hand it is not
If the Standby selector switch is not in the ON position the second pump must
possible to ensure that control of two pumps would take place at exactly the same
be started manually when the running pump failure alarm is activated. The
time and only one pump unit must be operating when in emergency control from
failed pump must be stopped and electrically isolated.
the steering gear room.
If both pumps are running and one pump fails the failed pump must be stopped
and electrically isolated.
Hydraulic System Failure
In the event of hydraulic pipe failure in the system of an operating pump the
low level switch in the oil tank of the operating pump will initiate an alarm.
The second pump must be started if not already running and the pump in which
hydraulic failure has occurred must be stopped. The valves connecting the
failed pump to the hydraulic actuator (A and B or C and D depending upon
which hydraulic pump circuit is leaking) must be closed to prevent oil leaking
from the other pump hydraulic system.
The steering gear can continue operating with a single pump. If necessary the
expansion tank must be replenished.

2.14 Electrical Power Generators
2.14.1 Turbine Generators
2.14.2 Diesel Generator
2.14.3 Emergency Diesel Generator
Illustrations
2.14.1a Turbine Generators - Schematic
2.14.3a Emergency Diesel Generator - Schematic


Illustration 2.14.1a Turbine Generators - Schematic
To/From
PS PS PS Central Fresh Water
Cooling System
To Gland Steam Condenser Fan
TX
PI PI PI PI
DCS Digital Speed
PI PI Control Panel TI
To/From TI
Alternator Central Fresh Water TI
Air Cooler TIAH
TI TX DCS Cooling System
TX TX
Governor
PS PS PS
Valve PS MPU
Alternator TI
Steam
PIAL TX Stop Valve MPU
PS PI TX
DCS
For T642V
Reduction PI PI
Diesel
Generator TIAL Turbine Gearing TI
DCS
Auto Start
Trip
TX TX
TX Cylinder
Key
TX TX LS LO Cooler for
Over Alternator
Superheated Steam
Speed Bearings
Trip LO Temperature
S PT Desuperheated Steam Control Valve
To DCS
Superheated Trip Solenoid Header PT TI
Steam Lubricating Oil
Valve
From
Main Woodward Electrical Signal
Boilers Governor W
(2.1.1a) Instrumentation
Fresh Water LO
Hydraulic Cooler
Servo Motor Exhaust Steam
TI
LO Pressure TI
T610V Gear Driven Regulating
Main Lubricating Valve
Oil Pump
T609V T643V
To/From
M LO Purifier
Control Air
To Auxiliary M
Condenser
Hand Priming
Pump LI Lubricating
POS POS
From 10 Bar Oil Pump
Steam System M
MAKE-UP SPILL
Control Air P To Main

To I Lubricating Oil
Condenser
To Atmospheric Main/Auxiliary Sump Tank
Drain Tank Condensers (2,400 litres)
DCS


2.14 ELECTRICAL POWER GENERATORS Labyrinth type seals are used at the end of the turbine rotors to prevent the The governing system consists of a Woodward UG-10D electronic governor,
steam in these regions from leaking to atmosphere and, more importantly, to actuator, hydraulic servomotor and governor valve. The governor has a very
prevent air from entering the turbine where its internal pressure is less than fast response to load change and is designed to prevent the turbine overspeeding
2.14.1 TURBINE GENERATORS atmospheric. even in the event of the generator circuit breaker tripping. Magnetic speed
pickups detect the turbine speed and send the signal to the electronic governor.
Specification The seals are arranged as a series of diaphragms machined into the shaft and The governor reacts to changes in speed by moving a linkage to the hydraulic
Maker: Hyundai Heavy Industries Co. Ltd spring loaded housings for them to run in fitted to the gland housing. servomotor which in turn opens or closes the steam inlet valve.
No. of units: 2
The spaces between the diaphragms and the slots in the housing are kept as Cooling of the LO and the generator windings is supplied from the central fresh
Type: Shinko RG 92-2 small as possible whilst allowing some axial movement of the rotor. Steam is water cooling system. The system supplies both sets and therefore a problem
Details: Single cylinder, impulse, multi-stage, condensing supplied to the glands from a packing steam receiver mounted adjacent to the in the cooling supply will affect both sets simultaneously. In an emergency the
Rated output: 3,350kW unit. At the high pressure end of the turbine, where the internal steam pressure generator windings can be cooled by opening the covers and allowing air to
Main steam pressure: 58.8 bar is higher than the pressure in the gland housing, steam will enter the series pass through, drawn in by the fan mounted on the generator rotor shaft.
of diaphragms from the turbine, and is effectively throttled across each stage
Main steam temperature: 510°C
causing its pressure to drop. The final very low pressure steam is led away to
Exhaust vacuum: 710mmHg the gland steam header. Alarms and Trips
Turbine speed: 8,145 rpm
At the low pressure end of the turbine the gland may require sealing steam to In the event of a serious problem in the turbine, the trip valve closes and
Critical speed: 1,050 rpm
be supplied from the housing, exiting inside the turbine casing. This would immediately shuts off the steam to the turbine. The trip valve is held open
Direction of rotation: Anti-clockwise viewed from alternator end by oil pressure acting upon a piston within the valve body. In the event of a
normally be the case where the load on the unit was light, placing the low
No. of stages: 9 pressure end of the turbine under vacuum. In this case the pressure in the trip condition occurring the oil supply is cut off and the oil pressure under the
Gearing: Single reduction, single helical gland housing is greater than the internal turbine pressure at the shaft exit piston is relieved to the sump. The power management system will start the
point, therefore the steam available from the gland steam header will be drawn diesel generator automatically and connect it to the main switchboard.
Alternator revolutions: 1,800 rpm
Frequency: 60Hz through the gland effectively sealing it and preventing the ingress of air.
The following table details the protective alarm and trip and set points:
Voltage: 6,600V
During periods of high turbine loading the reverse will happen, the steam from
Power factor: 0.8 inside the casing flowing over the glands and exiting to the gland steam header. Item Alarm Set Point Trip Set Point
Governor: Woodward UG-10D The gland steam header will therefore need to release steam at times of high Mechanical overspeed 2,020 rpm
turbine loading, and receive make-up steam at periods of low turbine loading. Electronic overspeed 1,980 rpm
Auxiliary Lubricating Oil Pump High exhaust pressure (vacuum mode) 300mmHg 1.0 bar
At times of average loading the steam spilled from the high pressure end may
High exhaust pressure (atmospheric 0.7 bar 1.0 bar
Maker: Taiko satisfy the demand from the low pressure end and the system is in equilibrium.
mode)
Model: NHG - 6MT To cope with this fluctuating demand, the gland steam header releases excess
steam through a control valve to the condenser or receives steam from a make- Sentinel valve 0.7 bar
Capacity: 9m3/h at 3.9 bar up controller supplied from the 10 bar range. LO pressure 0.6 bar 0.5bar
Motor: 3.7kW LO supply temperature 53°C
The reduction gear is of the single reduction, single helical type, its pinion Bearing temperature 75°C
Description being coupled with the turbine rotor by a gear type flexible coupling. The
Turbine rotor axial movement 0.5mm 0.7mm
gearing is supported by four oil lubricated bearings.
The Shinko RG 92-2 turbine generator consists of the steam turbine, reduction Turbine rotor vibration 80µm 140um
gear, alternating current generator and auxiliaries mounted on a common The alternating current (AC) generator has four poles and is connected to the LO sump level -60mm
bedplate. The bedplate incorporates the lubricating oil (LO) sump tank. gear by a Thomas type flexible coupling at its shaft end. Gland steam high pressure 0.6 bar
Turning gear LO interlock 0.15 bar
The steam turbine is of the nine stage impulse type with a hydraulic constant The LO system is supplied from a motor driven priming pump when the turbine
speed governor controlling steam flow. The steam passes through to the Governing LO pressure: 21 bar
is stopped or starting up. The priming pump starts when the LO pressure falls
governing valve through a trip valve, designed to shut off the steam instantly Control oil low pressure 5.5 bar
to 0.4 bar, after the turbine has tripped or been stopped and cuts out when the
should a trip condition occur. The turbines normally exhaust to the main turbine reaches 80% of its normal operating speed (LO pressure 1.2 bar). A Inlet steam low pressure 56 bar
condenser under vacuum conditions but can be set to exhaust to the auxiliary gear driven integral LO pump supplies the system when the turbine is running Inlet steam low low pressure - start 52 bar
condenser. normally. The pressure is regulated to the bearing and gears by a regulating diesel generator signal
valve, full delivery oil pressure is supplied to the trip valve.


Illustration 2.14.1a Turbine Generators - Schematic
To/From
PS PS PS Central Fresh Water
Cooling System
To Gland Steam Condenser Fan
TX
PI PI PI PI
DCS Digital Speed
PI PI Control Panel TI
To/From TI
Alternator Central Fresh Water TI
Air Cooler TIAH
TI TX DCS Cooling System
TX TX
Governor
PS PS PS
Valve PS MPU
Alternator TI
Steam
PIAL TX Stop Valve MPU
PS PI TX
DCS
For T642V
Reduction PI PI
Diesel
Generator TIAL Turbine Gearing TI
DCS
Auto Start
Trip
TX TX
TX Cylinder
Key
TX TX LS LO Cooler for
Over Alternator
Superheated Steam
Speed Bearings
Trip LO Temperature
S PT Desuperheated Steam Control Valve
To DCS
Superheated Trip Solenoid Header PT TI
Steam Lubricating Oil
Valve
From
Main Woodward Electrical Signal
Boilers Governor W
(2.1.1a) Instrumentation
Fresh Water LO
Hydraulic Cooler
Servo Motor Exhaust Steam
TI
LO Pressure TI
T610V Gear Driven Regulating
Main Lubricating Valve
Oil Pump
T609V T643V
To/From
M LO Purifier
Control Air
To Auxiliary M
Condenser
Hand Priming
Pump LI Lubricating
POS POS
From 10 Bar Oil Pump
Steam System M
MAKE-UP SPILL
Control Air P To Main

To I Lubricating Oil
Condenser
To Atmospheric Main/Auxiliary Sump Tank
Drain Tank Condensers (2,400 litres)
DCS


The following table details the normal operating parameters: b) Commence draining/warming through the main steam line up Procedure to Stop No.1 Turbine Generator
to the governor valve by opening the drain valves T642V and
Item Normal Operating Range T650V and crack open the manual steam stop valve T605V. At the DCS mimic T30-401-02 ELECTRICAL DISTRIBUTION disconnect
LO pump discharge pressure 6.5 - 8.5 bar the turbine generator from the switchboard by clicking on the breaker icon.
Observe the gradual rise in the steam line temperature and pressure. This will This will display a faceplate to allow the breaker to be opened. After clicking
Bearing LO pressure 1.0 - 1.5 bar
warm through, drain and slowly bring the system up to working pressure and on the OPEN button, the generator will unload from the switchboard and then
LO supply temperature 35 - 45°C temperature as far as the governor valve. the breaker will disconnect.
Bearing temperatures 46 - 75°C
Gland steam pressure 0.01 - 0.2 bar c) Open the gland steam supply valve, the make up and spill a) Close the main steam valve T605V at the local control panel.
LO priming pump pressure 1.0 - 1.5 bar valves will regulate the pressure to 0.2 bar
LO priming pump start/stop 0.4 - 1.0 bar b) As the turbine slows down, monitor the LO pressure and ensure
d) Slowly open the bypass valve X48V on the exhaust valve that the auxiliary LO pump starts.
Governing LO pressure 28 bar
X38V to the main condenser. Once the vacuum on the turbine
Control oil pressure 6.5 - 9.5 bar (Note: If the auxiliary LO pump fails to start automatically, press the start
generator reaches 400mmHg, or better, commence opening the
Inlet steam pressure 58.8 bar main exhaust valve X38V. The control box for opening the main button on the local control panel. If the LO pump cannot be started,
valve is situated forward on the 4th deck level. Close the bypass operate the hand pump until the turbine comes to rest.)
valve.
Turbine Generator Interface with the Distributed Control c) When the turbine stops rotating, engage and start the turning
System (Note: This allows the vacuum to develop with in the system without gear.
adversely affecting the main condenser vacuum. Check that the main
Two faceplates within the Distributed Control System (DCS) control and condenser vacuum does not fall.) d) Close the exhaust valve (No.1 turbine generator X38V, No.2
monitor the turbine alternators. Their external services are also provided from turbine generator X41V) and ensure that the bypass valve is
systems controlled by the DCS. The graphic screen required to start and e) When the steam pressure is at 60 bar, slowly open the main stop shut.
monitor the turbine generators are as follows: valve T605V. Check that all the instrumentation and gauges are
open and reading zero when appropriate. e) Close the gland steam make up isolating valves (No.1 turbine
Graphic Screen System generator X36V and No.2 turbine generator X39V).
T30-404-01 No.1 TURBO GENERATOR MONITOR f) Stop the turning gear motor and disengage the turning gear.
T30-404-02 No.1 TURBO GENERATOR SERVICES (Note: The manual gland steam leak-off valve should remain open even when
T30-404-03 No.2 TURBO GENERATOR MONITOR g) Reset the trips by pressing the TRIP RESET pushbutton on the the machine is shut down.)
T30-404-04 No.2 TURBO GENERATOR SERVICES local control panel, the lamp should go out.
T30-407-02 MAIN SUPERHEATED STEAM
T30-407-01 DESUPERHEATED STEAM SYSTEM h) Slowly open the main trip valve by hand.
T30-410-03 CENTRAL FRESH WATER COOLING
SYSTEM i) Run the turbine at 400 rpm for about 20 minutes to allow
T30-401-02 ELECTRICAL DISTRIBUTION thorough warming through. Continue to check for unusual
noises or problems with any ancillary systems.
Procedure to Start No.1 Turbine Generator
j) Gradually increase the turbine speed, taking a total of about 15
The LO priming pump is permanently on AUTO and the turning gear is minutes to reach full speed. Avoid lingering around the critical
permanently in use. Confirm that the bearing oil pressure is between 0.5 bar speed zone of 1,050 rpm. Confirm that the LO priming pump
and 0.6 bar. Check and top up the LO sump tank as necessary. stops at 1,440 rpm. Observe the governor linkage moving down
when the governor takes control. When the main trip valve
The main steam valves T603V and T604V are permanently open with is fully opened, shut it back in about half a turn to prevent it
superheated steam up to the main stop valve T605V. jamming.
a) Open the cooling water valves in and out of the alternator air k) Close the steam line drains.
and bearings cooler and the turbine LO cooler (see section 2.8.1
Central Fresh Water Cooling System). Vent any air from the Having ensured that all operating parameters are correct, the turbine generator
coolers. is now ready to be coupled to the switchboard (see DCS mimic T30-401-02
ELECTRICAL DISTRIBUTION).


2.14.2 DIESEL GENERATOR Starting Air System The engine driven jacket cooling water pump discharges through the engine
The engine is started by means of an air driven starter motor. When the start jacket and cylinder head cooling water spaces and then to a thermostatically
Maker: Hyundai Heavy Industries/Man-B&W valve is opened by the remote controlled solenoid, air is supplied to the air start operated valve. If the temperature of the cooling water leaving the engine is
Type: L32/40 motor. The air supply activates a piston, causing the pinion to engage with the below the normal operating temperature the thermostatically controlled three-
gear rim on the flywheel. When the pinion is fully engaged pilot air opens the way valve will direct the cooling water back to the pump suction.
No. of cylinders: 8
Bore: 320mm main air valve, which supplies air to the air start motor, causing the engine to
turn. The preheater supplies water to the engine immediately before the three-
Stroke: 400mm way valve. When the cooling water outlet temperature reaches operating
Speed: 720 rpm When the revolutions exceed 110 rpm, if conditions are normal and firing temperature, the thermostat will begin to direct the water to the central fresh
Capacity: 3,350kW has taken place, the start valve is closed and the pinion piston and main air water cooling system and the pump will partly take its suction from the central
valve are vented. A return spring disengages the pinion from the flywheel fresh water cooling system, thus maintaining a constant temperature.
Turbocharger and the air motor stops.

Fuel Oil System
Maker: MAN - B&W
During starting a pneumatic cylinder operates a stop arm to limit the fuel-
Type: NR 34/SU43 The engine fuel oil supply rail, under normal circumstances, is supplied from
regulating shaft.
the generator engine gas oil service tank via filters and a flow meter. The
generator engine has its own fuel oil feed pump which supplies the fuel rail.
Governor The engine can be started locally by the START pushbutton located below the
Maker: Regulateurs Europe air start distributer on the port forward side.
The high pressure fuel injection pumps take suction from the fuel supply
Type: 1102V-4G 34R rail. The injection pumps deliver the fuel oil under high pressure through
CAUTION
the injection pipes to the injection valves. Cams on the camshaft operate the
The pushbutton must not be operated whilst the engine is running.
injection pumps.
Alternator
Maker: Hyundai An on line air lubricator is fitted to lubricate the start air motor.
The fuel oil feed pump delivers more fuel than the engine uses and the excess
Type: HFJ5 809-16E flows back to the generator engine gas oil service tank via the gas oil return
Local starting is independent of the DCS, however, alarms and indications
Capacity/rating: 6,600V, 3ph, 60Hz, 3,350kW, 366.3A, 4,187.5kV pipe. This arrangement ensures that there is always sufficient fuel supplied to
are still displayed on all workstations. The generator has its own DCS graphic
the engine and that the fuel rail is always pressurised, thus preventing gassing
Speed: 720 rpm screen T30-402-01 which displays engine and alternator temperatures and
up of the fuel injection pumps.
Heating: 220V, 1,000W other operating parameters.
The discharge of the fuel oil feed pump passes through a duplex fuel oil
The generator set operating status is also indicated, ie. Manual, Ready to Start
filter.
Introduction or Local. The display also indicates the engine’s standby status.
Both filters are normally in use, except when shutting one off for maintenance.
The diesel generator, operating in the medium speed range, supplies electrical
Turbocharger System Turning the top handle two turns cleans the filters. Any sediment can be
power for the ship.
The engine is fitted with an exhaust gas driven turbocharger. The turbocharger drained off.
The engine has eight cylinders. It is a turbocharged, uni-directional, four draws air from the engine room via a suction filter and passes it through a
stroke, trunk in line engine and powered by marine gas oil. charge air cooler, before supplying the individual cylinders. An air jet system is Lubricating Oil System
incorporated, which allows starting air to be piped into the charger to increase
All running gear of the engine is force lubricated by the engine driven gear type
The diesel generator is used when required and is on automatic standby, set to the charger output when the engine is being started.
pump. The pistons are also supplied by oil as a cooling medium. An electrically
cut in order to meet electrical power demand. Under normal circumstances it driven pre-lubrication pump is also fitted to supply oil to the bearings and other
will supplement the turbine generators. Cooling Water System running gear before the engine starts.
All cooling water requirements for the generator is provided by the central
fresh water cooling system. This reduces wear on the engine in the period between the engine starting
and the engine driven pump building up lubricating oil pressure. The pre-
An engine driven pump circulates the jacket spaces and cylinder heads. The lubrication pump runs continuously when the engine is on standby and cuts
engine is kept warm when on standby by circulating the jacket water through out when the engine has started and the engine driven LO pump is delivering
an electric preheater. The preheater has two pumps, only one of which is the correct LO pressure.
operating at any time.


The engine driven pump and the electrically driven pre-lubrication pump both If any part of the engine has been drained for overhaul or maintenance, check h) Open the air start valve from the starting air receiver and press
take suction from the engine sump, and discharge through a cooler and duplex the level in the central fresh water cooling expansion tank and refill with fresh the air start button on the solenoid valve. This will release
filter to the engine oil supply rail. A control valve on the pump discharge, water if necessary. starting air to the starting motor which will automatically
which relieves any excess pressure back to the sump, controls the pressure. disengage when the engine speed is above 110 rpm.
The temperature is controlled by a three-way temperature control valve, which k) Open the vent on the cooling water outlet line on the generator
regulates how much of the oil passes through the cooler. The turbocharger is air cooler, and close it again when all air has been expelled. i) Confirm that the electric LO pump cuts out.
supplied from the main circuit via an orifice.
If maintenance work has been carried out on the engine, start the engine as j) Make a thorough check of the engine to ensure that there are
The cooler is a plate heat exchanger type, with the oil circulating through below prior to switching the engine to automatic operation. no leaks and the engine is running smoothly and firing on all
the flow channels and water from the central fresh water cooling system cylinders.
circulating through the parallel channels in a counter current design. l) Check that all fuel pump indices are at index ‘0’, when the
regulating shaft is in the stop position. k) Check that the LO pressures and temperatures are normal.
The main LO filter is supplemented by a bypass centrifugal filter mounted at
the engine base frame. During operation a part of the lubricating oil supplied m) Check that all fuel pumps can be pressed by hand to full index l) Check that the pressure drop across the filters is normal.
from the engine driven LO pump enters the centrifugal filter and returns to and return to ‘0’ when the hand is removed.
the oil sump in the base frame. m) Check that the FO pressure and temperature is normal.
n) Check the spring loaded pull rod operates correctly.
The filter is driven by the oil supply. The filter relies on centrifugal force and n) Connect to the switchboard.
can remove high-density sub micron particles. o) Check that the stop cylinder for the regulating shaft operates
correctly when shutting down normally and at overspeed and o) Ensure that the engine temperatures and pressures remain
shut down. Testing is done by simulating these situations. within normal limits as the load is applied to the engine and the
Procedure to Prepare the Diesel Generator for Starting engine heats up.
The engine can either be started from the DCS or the main switchboard,
a) Set up the fuel oil service system as described in section 2.4.3 depending on the position of the selector switch. p) Check the exhaust gas temperatures for deviation from normal.
Generator Engine Fuel Oil System.
q) Check the exhaust gas for smoke.
b) Set up the fresh water cooling system as in section 2.8.1 Central Procedure to Start the Diesel Generator Engine Locally
Fresh Water Cooling System. r) Keep the charge air pressure and temperature under control.
a) Ensure that the engine fuel oil system is ready for starting by
c) Check the level of oil in the sump and top up as necessary with completing the previous procedure.
the correct grade of oil. Procedure for Starting the Engine from the DCS
b) Check the oil levels in the governor and the engine LO sump
d) Switch the generator engine pre-lubricating oil pump to and top up as required. a) Ensure that the main switchboard breaker control switch is in
AUTOMATIC operation and check that the lubricating oil the DCS position.
pressure builds up. The engine should be pre-lubricated at least c) Start the LO priming pump and confirm that a pressure of 0.5
2 minutes prior to start. to 0.8 bar is registered on the local pressure gauge. Operate the b) At the ECR HIS click on the graphic screen T30-402-01
hand pump if the electric pump fails to start. DIESEL GENERATOR.
e) Check the pressure before and after the filters.
d) Check the water level in the FW header tank and top up as c) Click on the MANUAL soft key.
f) Check the governor oil level. required.
d) When the window opens, click on the confirm button, which
g) Check the oil level in the air start motor in-line lubricator. e) Open the inlet and outlet cooling water valves on the engine. will change the diesel generator to manual operation.
h) Turn the engine at least one complete revolution using the f) Open the inlet and outlet cooling water valves on the e) Click on the engine START key, which will start the diesel
turning gear with the cylinder indicator cocks open, or purge alternator. generator engine.
the cylinders by inducing a start procedure.
g) Check that sufficient air is available in the starting air receiver. The diesel generator may now be connected to the main switchboard as
i) Close the cylinder indicator cocks. If not top up by starting the air compressor. described in section 2.15.2. The procedure for starting the diesel generator
from the main switchboard is described in section 2.15.2.
j) Vent the jacket cooling water space.


Procedure to Manually Stop the Diesel Generator Engine • Less than 2,400kw spare capacity on the main switchboard and The following conditions will trip the engine:
a start signal received for the bow thruster
• Jacket water temperature high high
a) Disconnect the diesel generator from the main switchboard as • Frequency of 57Hz or less for 5 seconds
described in section 2.15.2. • Lubricating oil pressure low low
• Frequency of 63Hz for more than 5 seconds
• Engine overspeed
b) Before stopping, run the engine off load for a few minutes for • Overload, (preferential trip)
cooling down purposes. • Oil mist high high
• Vacuum circuit breaker abnormal trip
c) The engine can be stopped from the following positions: • 6.6kV main transformer high temperature trip
• At the main switchboard by turning the ENGINE CONTROL • Blackout
switch to the STOP position.
• At the DCS screen by clicking on the STOP key Oil Mist Detector
• At the local panel by pressing the EMERGENCY STOP Maker: Schaller Automation
pushbutton Type: Visatron
• At the Emergency Stop pushbutton near the air start solenoid Serial No.: 0502069368
Under normal circumstances the diesel generator will be started and stopped
The engine oil mist detector samples the atmosphere in each section of
by the power management system as explained in section 2.15.2.
the crankcase and activates an alarm, if the LO mist increases beyond the
allowable concentration, or the detector should fail. The engine will trip if the
Engine Control LO mist concentration reaches the high high level.
The standby status of a diesel generator may be set from its DCS graphic
screen, T30-402-01 if the main switchboard ENGINE CONTROL switch is
Alarms and Trips
in the DCS position. The engine can then be set for either Manual or Auto
The following conditions will activate an alarm on the generator engine safety
start, Manual from the DCS screen and Auto from the PMS system. These
system:
selections are made by activating the soft keys in the graphic display using the
trackball. • Jet system failure
• Tachometer failure
In AUTO the engine is started and stopped as required by the power management
system, with automatic paralleling and removal from the switchboard. • Oil mist high
• Oil mist detector failure
The engine may also be selected for operation from the main switchboard in
which case the ENGINE CONTROL switch is in the MSB position. • Pre-lubrication oil level low
• Engine start failure
The diesel generator will start automatically and close on the switchboard
under the following circumstances: • Safety stop system failure
• Low inlet steam pressure to the running turbine generator (52 • Engine abnormal
bar) • Control power failure
• Low LO pressure to the running turbine generator • Standby engine start
• The governor valve is full open on the running turbine • Fuel leak
generator
• Boiler water low low level alarm
• Boiler water high high level alarm
• Both boilers tripped


Illustration 2.14.3a Emergency Diesel Generator - Schematic
Diesel Oil LS LA
Service Tank L
for Emergency
Outside Generator F3V
Emergency (6.0m3)
Generator
Room
F13V
Electric Power Supply Hand Pump
(AC 220V, 2.5KW
Single Phase)
Pressure Cap
0.5bar Coolant Heater
Corrosion (Right Bank)
Resistor (On: 40ºC, Off: 50ºC)
Drain
From To Sludge From
Thermostat Water Manifold Cylinder Head Cylinder Block Emergency Tank Gas Oil
Generator Transfer Pump
(Right Bank) (Right Bank) (Right Bank) (Right Bank)
Water Drain
After Cooler Hole
To Top Tank
(Right Bank)
To Top Tank
After Cooler
TS PS
(Left Bank)
Thermostat Water Manifold Cylinder Head Cylinder Block
(Left Bank) (Left Bank) (Left Bank) (Left Bank) To Governor

Electric Power Supply
Corrosion Fuel Pump
(AC 220V, 2.5KW Water Drain
Resistor (On: 40ºC, Off: 50ºC) Single Phase) Hole
Coolant Heater
Water Pump (Left Bank)
Oil Cooler
Key
Fresh Water
Marine Diesel Oil
Electrical Signal
Instrumentation


2.14.3 EMERGENCY DIESEL GENERATOR The engine is started by means of an electric starter motor. The power to the f) Open the fuel oil supply to the diesel engine. It is normally open
motor is supplied by batteries, which are on constant charge while the ship is when the engine is stopped.
in service. The engine can be manually started locally using the electric starter
Engine
motor but is normally set to automatic operation. g) Ensure that the battery charger switch in the cabinet is
Maker: Ssangyong Heavy Industries Co. (Cummins) connected.
Type: 4 stroke, turbocharged, 12 cylinder, V type, The engine may also be started locally using the air starter motor. There is an
turbocharged diesel engine emergency generator starting air reservoir which may be replenished from the h) Turn the ESB mode switch on the emergency switchboard to the
Model: KTA38DMGE main generator starting air system or by the emergency starting air compressor. AUTO position.
The emergency generator starting air receiver should be maintained at the
Output: 850kW at a continuous speed of 1,800 rpm
maximum pressure at all times, in order to ensure that starting air is available i) Turn the Start/Run/Off switch on the engine instrument panel to
should that be necessary. An air starter motor drives the engine toothed the RUN position.
Alarm Set Points flywheel and is engaged automatically whenever an air start is activated. The
air starter motor is automatically disengaged from the flywheel when the air The DCS emergency diesel generator graphic screen T30-403-01 will indicate
Lubricating oil pressure: 1.27 bar starter motor is deactivated. the status of the emergency generator, showing whether in automatic standby
Lubricating oil temperature: 117°C or local/manual control.
Cooling water temperature: 102°C The engine should be started at least once a week and run up to full load
monthly. The emergency diesel generator is now ready for starting and it will start
Introduction automatically and supply power should there be an interruption of power from
Whenever the engine has been started, the fuel oil tank must be checked the main electrical supply.
The emergency diesel generator is a self-contained diesel engine located in the and refilled if the level has dropped to or below the 24 hour operation level.
emergency switchboard room on the port side of the engine casing at A deck The engine operates on marine gas oil (MGO) and the tank is replenished as
described in section 2.4.1.
Procedure to Manually Electric Start the Emergency Diesel
level. It should always be prepared ready for automatic starting, with the room
Engine on the Engine Instrument Panel
vent and radiator flaps in the open position and the radiator, LO sump and FO
tank levels satisfactory. The emergency generator is not controlled from the DCS, however, the DCS
emergency generator graphic screen T30-403-01 EMERGENCY DIESEL a) Check the level of oil in the engine sump and top up as necessary
GENERATOR does provide for starting and stopping together with alarm and with the correct grade of oil.
The generator set will start automatically on power failure from the main
electrical supply system and couple to the emergency switchboard to maintain supervisory information.
b) Check the level of water in the radiator and top up as necessary
an electrical supply to essential services. The engine can also be started from
with clean distilled water.
the DCS and manually in the room. Procedure to Prepare the Emergency Diesel Engine for
Automatic Starting c) Check the level of diesel fuel oil in the emergency generator
The generator set will also be used to get the ship under power from a
diesel oil service tank and top up as required.
dead ship condition. It will enable power to be supplied to essential services a) Ensure that the engine MANUAL/AUTO control at the
selectively without the need for external services such as starting air, fuel emergency generator control panel and the mode selection d) Turn the emergency switchboard mode selection switch to
oil supply and cooling water. switch at the emergency switchboard are both switched to the MANU.
AUTO position
The engine is a 12 cylinder, vee type, turbocharged engine with a self-
contained cooling water system. The cooling water is radiator cooled, and e) Turn the crank and start/run/off toggle switches to CRANK and
b) Check the level of oil in the engine sump and top up as START/RUN simultaneously. Release the crank toggle switch
circulated by an engine driven pump. A thermostat maintains a water outlet
necessary with the correct grade of oil. when the engine has fired.
temperature of 82°C to 93°C. Air is drawn across the radiator by an engine
driven fan.
c) Check the level of water in the radiator and top up as necessary f) Check that the engine is firing smoothly.
Electric heaters are fitted for each cylinder bank to keep the cooling water at with clean distilled water.
40°C to 50°C when the engine is on automatic standby. g) Check the engine oil pressure, cooling water pressure and rpm.
d) Check the level of diesel oil in the emergency generator diesel Investigate any abnormalities.
The engine running gear is force lubricated by an engine driven gear pump, oil service tank and top up as required.
which draws oil from the integral sump and pumps it through a filter before h) Check that the cooling water heaters switch off as the engine
being supplied to the lubricating oil rail. e) Switch the cooling water heaters ON. They are normally on heats up and that the thermostats operate, to allow cooling water
when the engine is stopped. to flow to the radiator as the engine heats further.


i) If required, load the engine, otherwise allow it to run idle for 20 Procedure to Manually Start the Emergency Diesel Engine c) Long periods of idling will result in poor combustion and a
minutes or stop it. using the Air Starter build up of carbon deposits.
j) When the engine has stopped, check that the heater switch is on, a) Check the level of oil in the engine sump and top up as necessary d) Stop the engine by turning the mode selector switch to
turn the mode selector switch to AUTO operation, and then turn with the correct grade of oil. MANUAL and pressing the STOP pushbutton.
the control panel switch to the AUTO position. b) Check the level of water in the radiator and top up as necessary
with clean distilled water. e) When the engine has stopped, check that the heaters switch on,
turn the emergency switchboard mode selector switch to AUTO
Procedure to Manually Electric Start the Emergency Diesel operation, and then unscrew the shut down knob on the fuel
c) Check the level of diesel fuel oil in the emergency generator
Engine on the Engine Auto Start Control Panel diesel oil service tank and top up as required. pump.
a) Check the level of oil in the engine sump and top up as necessary d) Turn the switchboard mode selection switch to MANU. The engine should to be tested on load every 2 weeks and as there is no means
with the correct grade of oil. of paralleling the emergency generator with the emergency switchboard,
e) On the starboard side of the engine, screw in the red shut down this test has to be initiated by blacking out the emergency switchboard. The
b) Check the level of water in the radiator and top up as necessary knob on the fuel pump. emergency switchboard supplies a number of essential services, such as:
with clean distilled water.
f) On the port side of the engine, press down on the manual 440V Section
c) Check the level of diesel fuel oil in the emergency generator solenoid next to the air starter motor. Release when the engine
diesel oil service tank and top up as required. has fired. • No.2 steering gear
d) Turn the switchboard mode selection switch to the MANU • No.2 central fresh water cooling pump
g) Check that the engine is firing smoothly.
position. • No.1 main sea water cooling pump
h) Check the engine oil pressure, cooling water pressure and rpm.
e) On the engine auto start control panel, turn the selector switch Investigate any abnormalities.
to the MANUAL position. 220V Section
i) Check that the cooling water heaters switch off as the engine • Bridge control console
f) Push the START button. Release when the engine has fired. heats up and that the thermostats operate, to allow cooling water
to flow to the radiator as the engine heats further. • Main turbine remote control system
g) Check that the engine is firing smoothly.
• Engine room gas detection system
j) If required, load the engine, otherwise allow it to run idle for 20
h) Check the engine oil pressure, cooling water pressure and rpm. minutes or stop it. • Radar power supply unit
Investigate any abnormalities.
k) When the engine has stopped, check that the heaters switch on, Due to the fact that the equipment above covers so many areas of the vessel,
i) Check that the cooling water heaters switch off as the engine turn the emergency switchboard mode selector switch to AUTO liaison with various departments/personnel is essential. The load test is only to
heats up and that the thermostats operate, to allow cooling water operation, and then unscrew the shut down knob on the fuel be carried out in open waters and with good visibility.
to flow to the radiator as the engine heats further. pump.
(Note: A blackout of the emergency switchboard will not trip the main turbine
j) If required, load the engine, otherwise allow it to run idle for 20
or cause the bridge control to fail, as this system has dual supplies, ie
minutes or stop it. Procedure for Stopping the Engine after Running on Load from both the main and emergency switchboards.)
k) When the engine has stopped, check that the heater switch is on, a) Shed load from the alternator by opening breaker EG1 and
turn the mode selector switch to AUTO operation, and then turn closing either EB1 or EB2. Procedure to Conduct the Test
the control panel switch to the AUTO position.
b) Allow the engine to idle for 5 minutes before shutting it down a) Ensure that the emergency diesel engine is ready for starting.
to allow the cooling water and lubricating oil to carry away
heat from the combustion chambers, bearings, shafts etc. This b) Advise both the bridge and the Master, to ensure that it is safe
is particularly important for the turbocharger where a sudden to do so.
stop can lead to a 40°C rise, which could damage the bearings
and seals. c) Put the switchboard control to LOCAL on the switchboard.


d) Turn the mode select switch on the emergency switchboard to When the air reservoir has been fully charged:
the AUTO position.
a) Open the vent on the compressor.
e) Open either of the breakers EB1 or EB2, depending on which of
the tie breakers is feeding the switchboard. b) Shut delivery valve on the air reservoir.
This will result in the switchboard blacking out and the emergency diesel c) Put the speed selector lever to the STOP position.
generator starting and closing onto the switchboard.
f) Load up the emergency generator to at least 30% of its full load

and run the generator for at least 30 minutes.
g) After this time, decrease the load to the minimum possible and
open the breaker EG1 and close either EB1 or EB2.
h) As an alternative to f), the emergency board may be paralleled

with the main switchboard, allowing a bumpless transfer and
then the breaker EG1 can be tripped.
i) Allow the engine to run for 20 minutes on no load before

stopping.
j) Stop the engine by turning the mode selector to the MANUAL

position and pressing the STOP button.
Operation of the Start Air Compressor
a) Check the fluid levels on the engine.
b) Open the vent valve on the compressor.
c) Ensure that the delivery valve on the air reservoir is open.
d) Turn on the fuel oil cock.
e) Hold down the decompression lever and turn over the engine to
prime the LO system - approximately 10 turns.
f) Put the speed selector to START.
g) Hold down the decompression lever and crank the engine.

When the engine speed is sufficient, release the decompression
level.
h) Allow the engine to warm up.
i) Put the speed selector to RUN.
j) Shut the compressor vent.

2.15 Electrical Power Distribution Illustrations
2.15.1 Electrical Equipment 2.15.1a Main Electrical Network
2.15.2 Main Switchboard and Generator Operation 2.15.2a Switchboard Generator Control Panels
2.15.3 Electrical Distribution 2.15.2b Generator Control/Power Management System Module
2.15.4 Shore Power 2.15.2c Switchboard Control
2.15.5 Main Alternators 2.15.3a Main 440V Distribution
2.15.6 Emergency Alternator 2.15.3b Main 440V Switchboards: Group Starters
2.15.7 Preferential Tripping and Sequential Restarting 2.15.3c Main 220V Distribution
2.15.8 Uninterruptible Power Supplies (UPS) and Battery Systems 2.15.3d Cargo 6,600V and 440V Distribution
2.15.9 Cathodic Protection System 2.15.3e Emergency 440V and 220V Distribution
2.15.4a Shore Power
2.15.5a Main Alternators
2.15.6a Emergency Alternator
2.15.7a Preferential Tripping
2.15.7b Sequential Restart ‘A’ Pumps
2.15.7b Sequential Restart ‘B’ Pumps
2.15.8a Emergency Battery Charging and 24V Distribution
2.15.9a Cathodic Protection System


Illustration 2.15.1a Main Electrical Network
No.2 Turbine Diesel No.1 Turbine

TG Generator Generator DG Generator TG
3,350kW 3,350kW 3,350kW
No.2 6.6kV SWITCHBOARD No.1 6.6kV SWITCHBOARD

TG2 DG2 DG1 TG1
TL2 TC2 TB2 TB1 TC1 TL1
Bow No.3 No.2 No.1 No.2 No.1

Thruster Ballast Water Water Ballast Ballast
via Pump Spray No.2 6.6kV CARGO No.1 6.6kV CARGO Spray Pump Pump
Starting Pump SWITCHBOARD SWITCHBOARD Pump
CC2 CC1
Transformer
CL2 CB2 CB1 CL1
No.2 No.2 No.2 No.1 No.2 No.3 No.4 No.4 No.3 No.2 No.1 No.1 No.1 No.1
6,600/440V 6,600/440V High Duty Port Port Port Port Starbd Starbd Starbd Starbd High Duty 6,600/440V 6,600/440V
MSBD CSBD Comp- Cargo Cargo Cargo Cargo Cargo Cargo Cargo Cargo Comp- CSBD MSBD
Transformer Transformer ressor Pump Pump Pump Pump Pump Pump Pump Pump ressor Transformer Transformer
Key
No.2 440V CARGO TG No.1 440V CARGO

Generator Transformer
SWITCHBOARD SWITCHBOARD
CT2 CT1
Vacuum Circuit Breaker 6,600 Volts
440 Volts
Air Circuit Breaker
Cargo Consumers Cargo Consumers
EMERGENCY 440V SWITCHBOARD

LL2 LB2 LE2 EB2 EB1 LE1 LB1 LL1
Interlocking
220V SECTION 220V SECTION 220V SECTION
No.2 440V SWITCHBOARD EG1 SC No.1 440V SWITCHBOARD
440V 220V Emergency 440V 220V 220V 440V

Consumers Consumers Diesel Emergency Shore Power Emergency Consumers Consumers
Generator EG Consumers Connection Consumers
No.2 LV 440/230V Box Emergency No.1 LV 440/230V
850kW 440/230V
Transformer Transformer
Transformer


2.15 ELECTRICAL POWER DISTRIBUTION In practice, this means either LB2 or LB1 breakers will normally be open to This display unit is the operator interface and display for the generator and
prevent a closed loop in the 440V network. power management system.
2.15.1 ELECTRICAL EQUIPMENT
The tie lines provide both redundancy and supply continuity in the event of The No.1 main 440V switchboard consists of the following panels:
any system failures. This means the port side consumers can be fed from the
Generating Plant • Panel 1A, the bus tie panel
starboard side generator(s) and vice versa.
• Panel 1B, the No.1 6,600/440V transformer incomer panel
The electrical power generating plant consists of the following:
Main Switchboards • Panel 1C1, 1C2 and 1C3 440V feeder panels
The No.1 main 6.6kV switchboard consists of 10 panels: • Panel 1D, the 220V feeder panel
Diesel Generator
• Panel 1A, No.1 6.6kV cargo switchboard supply panel
Rating: 6,600V, 3ph, 60Hz, 3,350kW, 366.3A, 4,187.5kV The No.2 main 440V switchboard consists of the following panels:
• Panel 1B, the No.1 water spray pump supply panel
• Panel 2A, the bus tie panel
• Panel 1C, the No.1 ballast pump supply panel
Main Steam Turbine Generators No.1 and 2 • Panel 2B, the No.2 6,600/440V transformer incomer panel
• Panel 1D, the No.2 ballast pump supply panel
Rating: 6,600V, 3ph, 60Hz, 3,350kW, 366.3A, 4,187.5kVA • Panel 2C1, 2C2 and 2C3, the 440V feeder panels
• Panel 1E, the No.1 pre-magnetiser
• Panel 2D, 220V feeder panel
Emergency Diesel Generator • Panel 1F, the No.1 6,600/440V transformer supply panel
• Panel 1G, the main bus earthing apparatus panel The emergency switchboard consists of 9 panels:
Rating: 450 volt, 3ph, 60Hz, 850kW, 1,365A, 1,062kVA
• Panel 1H, the No.1 turbine generator incomer panel • Panel A, the 220V feeder panel
Only one steam turbine generator is normally used during normal sea going • Panel 1J, the diesel generator incomer panel • Panel B, the shore power incomer panel
conditions. At least two generators are required when manoeuvring, using the
• Panel 1K, the bus tie circuit breaker panel • Panel C, the No.1 bus tie line panel
HD compressors and unloading cargo.
• Panel D, the emergency generator incomer panel
Power Distribution System The No.2 main 6.6kV switchboard consists of 12 panels: • Panel E, the synchronising panel
• Panel 2A, the No.2 bus tie circuit breaker panel • Panel F, the No.2 bus tie line
From illustration 2.15.1a, it can be seen that the main network consists of two
• Panel 2B, the diesel generator incomer panel • Panels G and H, the 440V feeder panels
main 6.6kV switchboards, two main 440V switchboards, the 440V emergency
switchboard and two cargo 6.6kV and 440V switchboards. • Panel 2C, the No.2 turbine generator incomer panel • Panel I, the group starter panel
• Panel 2D, the main bus earthing apparatus panel
The normal operating condition of the network is as follows: No.1 or No.2 main 440V switchboards feed the emergency switchboard via
• Panel 2E, the No.2 6,600/440V transformer supply panel tie breakers LE1 and LE2. One of the emergency switchboard tie breakers,
• The two 6.6kV switchboards will be linked, ie, the tie breakers
TB1 and TB2 will be closed to effectively form one 6.6kV • Panel 2F, the No.2 pre-magnetiser EB1 or EB2, will be closed to feed the emergency consumers. The emergency
switchboard. One or both of the steam turbine generators will switchboard room is located on A deck (engine room casing). The main 440V
• Panel 2G, the No.3 ballast pump supply panel
feed the network. switchboards have 220V sections which are fed from the 440V switchboard via
• Panel 2H, the No.2 water spray pump supply panel two 180kVA transformers.
• Breakers TL1, TL2, LL1 and LL2 will be closed to feed the main
440V switchboards via the main 6,600/440V transformers. • Panel 2J, the No.2 6.6kV cargo switchboard supply panel
A Power Management System (PMS) controls the starting, stopping of the
• Breakers TC1, TC2, CC1, CC2, CL1, CL2, CT1 and CT2 will • Panels 2KA and 2KB, the bow thruster panel diesel generator and the connection and load sharing of the generators. The
all be closed to feed the cargo consumers via the 6,6kV cargo • Panel 2KC, the auto-transformer for the bow thruster panel emergency generator will start automatically in the event of a blackout and
switchboards and 440V cargo switchboards via the 6,600/440V feed the emergency switchboard.
cargo transformers. The main 6.6kV generator panels are equipped with an ammeter, excitation
ammeter, wattmeter, bus frequency meter, generator frequency meter, bus Group starter and distribution boards are provided in suitable positions to
Provided all breakers are under DCS control, the DCS system will prevent an voltmeter and generator voltmeter to measure the main bus status and supply the various power, heating, lighting, communication and navigation
undesirable closed loop in the network, on the secondary side of the main or the output of the generator. Each generator panel is also fitted with full equipment throughout the vessel.
cargo transformers. If in local control, the breakers are interlocked to prevent synchronising facilities including a synchroscope and synchronising lamps for
this situation. manual synchronising, if required. The generator panels also have an operation
and display unit for the Synpol D generator control unit fitted.


Illustration 2.15.1a Main Electrical Network
No.2 Turbine Diesel No.1 Turbine

TG Generator Generator DG Generator TG
3,350kW 3,350kW 3,350kW

TG2 DG2 DG1 TG1
Bow No.3 No.2 No.1 No.2 No.1

Thruster Ballast Water Water Ballast Ballast
via Pump Spray No.2 6.6kV CARGO No.1 6.6kV CARGO Spray Pump Pump
Starting Pump SWITCHBOARD SWITCHBOARD Pump
CC2 CC1
Transformer
CL2 CB2 CB1 CL1
No.2 No.2 No.2 No.1 No.2 No.3 No.4 No.4 No.3 No.2 No.1 No.1 No.1 No.1
6,600/440V 6,600/440V High Duty Port Port Port Port Starbd Starbd Starbd Starbd High Duty 6,600/440V 6,600/440V
MSBD CSBD Comp- Cargo Cargo Cargo Cargo Cargo Cargo Cargo Cargo Comp- CSBD MSBD
Transformer Transformer ressor Pump Pump Pump Pump Pump Pump Pump Pump ressor Transformer Transformer
Key
No.2 440V CARGO TG No.1 440V CARGO

Generator Transformer
CT2 CT1
Vacuum Circuit Breaker 6,600 Volts
440 Volts
Air Circuit Breaker
Cargo Consumers Cargo Consumers
EMERGENCY 440V SWITCHBOARD

LL2 LB2 LE2 EB2 EB1 LE1 LB1 LL1
Interlocking
220V SECTION 220V SECTION 220V SECTION
No.2 440V SWITCHBOARD EG1 SC No.1 440V SWITCHBOARD
440V 220V Emergency 440V 220V 220V 440V

Consumers Consumers Diesel Emergency Shore Power Emergency Consumers Consumers
Generator EG Consumers Connection Consumers
No.2 LV 440/230V Box Emergency No.1 LV 440/230V
850kW 440/230V
Transformer Transformer
Transformer


Each 440V or 220V distribution circuit is protected against overcurrent and Standard Motors The PMS can start and stop the diesel generator to provide extra generating
short circuit current by a moulded case circuit breaker. These are fitted on the The 440V motors are generally of the squirrel cage induction type with a capacity as required. The steam turbine generators cannot be started and stopped
switchboard or panel board with inverse time overcurrent and instantaneous standard frame designed for AC 440V three phase 60Hz supply. The exceptions automatically due to the nature of their local starting and stopping procedures.
short circuit trip units enclosed within the casing. are the motors for domestic service and small capacity motors of 0.4kW or The turbines are started and stopped as described in Section 2.14.1.
less. Where continuously rated motors are used, the overload setting ensures
The two steering gear motors are each fed from an independent circuit, No.1 the motor trips at 100% of its full load current. The motors in the engine room The generator PMS has the following facilities:
motor is fed from the main switchboard and No.2 motor from the emergency are of the totally enclosed fan cooled type. • Short circuit, overcurrent, overload and reverse power tripping
switchboard.
protection for the generators and network via operation of the
440 Volt Starters circuit breaker, circuit breaker undervoltage trip or network
The Distributed Control System (DCS) is fed from its own dedicated
preferential trips.
uninterruptible power supplies (UPS) which are in turn fed from the main The starters are generally arranged in group control panels. Motor starters
and emergency networks. A 24V battery charging switchboard, located in the are arranged in group starter panels located throughout the vessel. Duplicated • Power, voltage, frequency and current measurement (local and
electrical equipment room, supplies essential low voltage services. A general equipment starters are split between different switchboards supplied from remote) of the generators and main bus/network.
service 220V AC UPS, located in the electrical equipment room supplies separate port or starboard sides of the main switchboard. Interlocked door • Earth monitoring.
essential 220V services. The main 6.6kV switchboards are supplied with 110V isolators are provided for all starters. For group starter boards, this switch is
DC for control circuits from batteries located on the engine room 2nd deck • Control of the starting, running and stopping of the diesel
the moulded case circuit breaker which functions as both disconnecting means
port and starboard. The chargers are located in No.1 and No.2 L.V. switchboard generator in accordance with the ship’s power demand.
and overcurrent protection of the motor circuit.
rooms respectively. • Automatic blackout restart and connection of the diesel
generator.
Each supply system, ie, 6.6kV, 440V, 220V, 24V mains or emergency, is Sequential Restarting
• Adjustment and storage of operational values, settings and
provided with a device for continuously monitoring the insulation level to Essential service motors, which were in service before a blackout, are started
alarms via panel display and keypads.
earth, raising an audible and visual indication of an abnormally low insulation automatically on recovery of the main bus voltage. They will start according
level. to the predetermined restarting sequence. Motors that were selected for duty • The blocking of large motors until the number of running
before the blackout are automatically returned to duty after the blackout. generators is sufficient to supply the motor start current and
A shore connection panel is provided inside the general store on the port side Similarly, motors selected for standby are automatically returned to standby. ship’s power demand. In this case, the diesel generator is started
of the upper deck (engine room casing) to supply power to the vessel via the See section 2.15.7 for further information. and synchronised automatically.
emergency 440V switchboard in the event of dry docking, etc.
• Frequency. Automatic control ensures the supply frequency
Preference Tripping remains at 60Hz independent of load.
A ship to ship transfer panel is provided in each No.2 6.6kV cargo switchboard,
panel 2A. The required cables are stored in No.2 cargo switchboard room. Non-essential loads are interrupted automatically in the case of an overcurrent
The Synpol unit is normally left in the automatic mode, this is selected using
on any one of the main generators. This provides continuity of supply to the
the MAN. or AUTOM. keys on the front panel or via the DCS system from
essential consumers. See section 2.15.7 for further information.
Large Motors the generator’s mimic screens. These are T30-402-01 for the diesel generator
and T30-404-01/2 for No.1 steam turbine generator, T30-404-03/04 for No.2
The 6.6kV motors for the bow thruster, ballast pumps, water spray pumps
Power Management System (PMS) turbine generator. When the unit is in automatic mode, it will control the
and the HD compressors are of the squirrel cage type. The cargo pumps are
Maker: ABB generator according to the preset parameters. The unit can now be controlled
described in-depth in the vessel’s cargo manual.
remotely from the DCS system. The manual or automatic modes can also be
Type: Synpol ‘D’ selected at the DCS mimic screens for the appropriate generator.
Large Motor Starters
The main generators are each fitted with an ABB Synpol ‘D’ engine/turbine The diesel generator must be in the automatic mode to enable all the automatic
The 6.6kV motors are controlled using direct-on-line starters which utilise
control and power management module. These modules are connected to starting and stopping facilities for power management. The generator circuit
the vacuum circuit breaker (VCB) in the main 6.6kV switchboards to start
each other via hard-wired bus links and are interfaced to the DCS system via breaker and synchronising controls must also be set to automatic at the
and stop the motors. The starters are fitted with an earthing device which will
a MODBUS serial data link. Data from the Synpol units is displayed on the generator control switch on the generator panel of the respective generator’s
earth the outgoing circuit (and hence the motor itself) when maintenance is
relevant DCS generator screen mimic. main switchboard.
required at the specific motor/pump/thruster/compressor etc. The cargo pumps
are fed from the cargo 6.6kV switchboards and use a soft start panel on the
This system has various functions to ensure the continuous supply of the
switchboard.
ship’s electrical systems. The system automatically controls the generators for
efficient operation.


Illustration 2.15.2a Switchboard Generator Control Panels
SP: Spare
120: VCB Test Position
121: Generator Running Lamp
SP 123 121 122 125 120 SP: Spare 120 123 121 122 125 166
122: VCB Closed
A2 130 SP 142 131 132 165 A2 130 137 142 131 132 165
120: Ready for Start Lamp 123: VCB Open
SP 137 167 168 139 138 150 SP SP SP 139 138
121: Generator Running Lamp 125: Space Heater Lamp
122: VCB Closed 130: VCB Test Position (TB/TC/TL/DCS)
A1 SY F V 123: VCB Open A1 SY F V 131: DC110V Source
125: Space Heater Lamp 132 DC24V Source
130: VCB Test Position 137: VCB Test Position (TB/TC/TL/SWBD
TL 131: DC110V Source TL 138: DCS Control
W TL TL F V 132 DC24V Source W TL TL F V 139: Local Control
137: Feedback Processing 142: Synpol Fault
138: DCS Control 150: Master Trip
139: Local Control 165: Earthing Switch On
142: Synpol Fault 166: Main Bus Earthing Switch On
161: No.1 Synpol Control Available A1: Excitation Ammeter 0-500A
*
162: No.2 Synpol Control Available *
A2: Excitation Ammeter 0-15A

/ /
165: Earthing Switch On SY: Synchroscope

162 161 167: Feedback EB1 W: -4,500-0-4,500 Wattmeter
168: Feedback EB2 F: 55-65Hz Frequency Meter
SY: Synchroscope V: 0-9,000V Voltmeter
W: -4,500-0-4,500 Wattmeter TL: Synchronising Lamps
LT ES LT ES
F: 55-65Hz Frequency Meter
COS-P ECS VCS-D COS-M SYS-1 VCS-T
V: 0-9,000V Voltmeter
TL: Synchronising Lamps COS-M: Control Position:
SWBD/DCS
AS-1 FVS-2 PRE COS-P: Generator Control Switch AS-1 FVS-2 PRE SYS-2: Synchroscope Switch
COS-M DGCS (Manual/Automatic) TGCS
LT: Lamp Test
ECS: Engine Control Switch (Stop/Start) VCS-T: VCB Control Switch
LT: Lamp Test ES: Emergency Stop
VCS-D: VCB Control Switch AS-1: Ammeter Selection Switch
CTT PTT1 VR ES: Emergency Stop CTT PTT2 PTT1 VR COS-CH: Check Synch On/Off Switch
AS-1: Ammeter Selection Switch FVS-2: Frequency/Voltmeter Switchboard
COS-M: Breaker Control Switch: Selection (Off/TG/BUS TIE/Off)
SWBD/DCS TGCS: Governor Control Switch
COS-VR MVR SHS FVS-2: Frequency/Voltmeter Switchboard FLS COS-VR MVR SHS PRE: Pre-excitation Button
Selection (Off/R.S/S.T/T.R/Off)
137 DGCS: Governor Control Switch
GL PRE: Pre-excitation Button GL CTT: Current Test Terminals - Current on Gen. Side
CTT: Current Test Terminals - Current on Gen. Side PTT1: Potential Test Terminals - Potential AC110V (Gen)
DG1 COS-VR: Voltage Control (Manual/Automatic) TG1 PTT2: Potential Test Terminals - Potential AC110V (Bus)
MVR: Manual Voltage Regulator FLS: Fluorescent Lamp
PTT1: Potential Test Terminals - Potential AC110V (Gen) COS-VR: Voltage Control (Manual/Automatic)
SHS: Space Heater Switch MVR: Manual Voltage Regulator
150
SHS: Space Heater Switch
)
ERS
Switchboard Generator Section (Diesel Generator) Switchboard Generator Section (Turbine Generator)


2.15.2 MAIN SWITCHBOARD AND GENERATOR 2. Diesel Generator Running Procedure - Connecting to a Dead Bus 5. Synchronising using the Synchronising Lamps
OPERATION a) At the 6.6kV switchboard, start the engine as before. If the synchroscope fails, only the synchronising lamps can detect the
synchronising condition.
Procedure for the Operation of a Generator - PMS in Manual b) At the rated speed, the voltage will rise to 6.6kV, as indicated by
the voltmeter and the running lamp will be illuminated. When the order of illumination of the synchronising lamps is clockwise, the
Mode
frequency of the generator is higher then that of the bus. Turn the generator
c) At the generator panel, adjust the frequency to 60Hz by means governor motor switch in the decelerating LOWER direction.
1. Diesel Generator Starting and Stopping of the governor RAISE/LOWER switch on the panel.
The diesel generator can be remotely started at the main switchboard as When the order in which the lamps illuminate is counter clockwise, the
follows: d) Turn the diesel generator vacuum circuit breaker VCB frequency of the generator is lower then that of the bus. Turn the governor
CONTROL OPEN/CLOSE switch to the CLOSE position, the motor switch in the accelerating RAISE direction. When the top lamp has gone
a) Switch the generator MAN/AUTO control mode switch at the VCB closes and the generator supplies the 6.6kV switchboard. off and the two bottom lamps are the same intensity, synchronisation (phase
main switchboard generator panel to MANUAL. matching) is achieved. Slightly in advance of this position, close the VCB for
the incoming generator in order to attain synchronism when the main contacts
3. Diesel Generator Stopping Procedure
b) Switch the SWBD BREAKER CONTROL switch at the main of the VCB actually close.
a) In order to stop the diesel generator, first reduce its load
switchboard generator panel to the MSB position. The LOCAL
by isolating the supply to any consumers supplied from the
lamp will be illuminated at the generator panel. Generator Space Heaters
switchboard.
A space heater is provided in each generator to prevent condensation forming
c) Start the generator by turning the ENGINE CONTROL switch
b) When the load is as low as possible, turn the VCB CONTROL on the windings. The space heater switch is located on the individual generator
to the START position. The generator starts. Observe the
OPEN/CLOSE switch to the OPEN position, the VCB opens. panel and should always be in the ON position. The heater is interlocked with
running lamp, frequency meter and voltmeter.
the VCB, which switches the heater off when closed and switches it on when
c) Stop the generator by turning the ENGINE CONTROL switch opened.
The engine may also be started by pressing the START key on
to the STOP position.
the Synpol Panel.
Automatic Operation of the Main Switchboards and Generators
Avoid opening the circuit breaker when the generator is on load, as it will cause
d) To stop the generator, turn the ENGINE CONTROL switch to The automatic starting and stopping of the diesel generator and connection,
an instantaneous rise in the engine speed and possible overspeed trip.
the STOP position. synchronising and loading of the main generators is controlled by the DCS/
Synpol Power Management System (PMS).
The diesel generator can be remotely started via the DCS mimic screen, T30- 4. Load Sharing
402-01/2, as follows: a) Having achieved parallel operation, load sharing is achieved by The PMS system has two operating modes: ON and OFF. The generator must
increasing the input from the incoming engine. This is increased be in the automatic mode, which can be selected at the following locations:
a) Switch the SWBD BREAKER CONTROL switch at the main by means of the governor control switch. This speeds up the
switchboard generator panel to the DCS position. The READY • On the Synpol panel
incoming generator, causing the first generator to lose load
TO START text will be shown at the generator status panel and gain speed, thus causing the frequency to rise. To prevent • At the generator panel
situated in the right hand lower corner of the screen. this, the governor switch of the first generator must be turned • At the DCS generator mimic screen, T30-402-01
in the LOWER direction. This action also causes the load to
b) Ensure the generator MAN/AUTO control mode switch at the be transferred to the incoming generator. Ensure the frequency
generator panel is set to AUTO. The power management system is switched on and off using the ON/OFF soft
remains constant during this operation. key icon at the top of the Power Management mimic screen, T30-401-02.
c) Ensure the generator is set to MANUAL via the AUTO/ b) Equalise the load of both generators.
MANUAL soft key icon on the DCS mimic screen. When manual control of a generator is selected, the PMS has no control of
a generating set. A generator can be operated locally and at the respective
d) Start the generator by clicking on the START/STOP soft key switchboard. The diesel generator local control is selected by means of the
icon on the DCS screen. ‘RUNNING’ appears on the graphic. LOCAL/REMOTE switch at the generator engine. This switch must be set
to the REMOTE position to enable either manual starting/stopping from the
e) Stop the generator by clicking on the START/STOP soft key main switchboard or automatic starting/stopping from the PMS. The DCS/
icon on the DCS mimic screen. The generator stops. SWITCHBOARD breaker control switch must also be set to the DCS position
to enable automatic connection and disconnection from the PMS.


Illustration 2.15.2b Generator Control/Power Management System Module
@
SYNPOL D
CURRENT POWER
VOLTAGE FREQUENCY
V A Kw
kV kA MW
POWER FACTOR
ALARM
TRIPPED
IMMEDIATE START
Pressing the keys 7 8 9 *
'SHIFT 1' and 'START' 0
STU VWX YZ &
activates an immediate ON/OFF
generator start and START ACTUAL PROG. YES/NO DISPLAY SHIFT
MAN. 4 5 6 BLANK
circuit breaker closure PERCENT EVENT SYNCHRON GRAPH
1 .
IMMEDIATE
JKL MNO PQR /
STOP MENUE LOAD CTRL ALARM 1 2 3 +

AUTOM. SHIFT
ACKNOWL.
POWER
CLEAR
2 ABC DEF GHI
IMMEDIATE STOP IMMEDIATE LIGHT 1+2 MANAGE
MENT
EVENT -
Pressing the keys

'SHIFT 1' and 'STOP'
activates an immediate
generator stop and
circuit breaker trip


The PMS can only start and stop the diesel generator. The turbine generators In the case of the diesel generator not starting, synchronising or connecting, f) A stop signal is then sent to the generator and the generator is
can be controlled in respect of load sharing, tripping and generator protection an alarm is raised. The diesel generator fault must be reset at the Synpol D stopped.
but they cannot start or stop the turbines, these are manual operations. panel, by pressing the RESET button, before another attempt is made to start,
However, there is the facility for emergency stop via the DCS and a plant trip synchronise or close the VCB for the generator.
2. Automatic Start and Parallel Running Due to Heavy Load
from the boiler system.
The selection of this facility is carried out from the Synpol units and is
1. Diesel Generator Starting and Connecting: Operator Initiated
To fulfil the requirements for UMS operation, the PMS and automation normally enabled.
systems control the following features: A combined diesel generator start and connect operation is requested by an
operator at a machinery DCS station as follows: If a turbine generator in use registers a heavy load of 3,015kW (90% of the
• Automatic blackout start of the standby diesel generator
rated power) for 10 seconds, the diesel generator will go through the following
• Automatic synchronising a) Select the Electrical Switchboard Control screen, T30-401-01. sequence:
• Automatic frequency control
b) Select the relevant VCB to be closed. Click on the VCB icon to a) The Synpol unit of the heavily loaded generator requests a
• Automatic load sharing display the VCB control faceplate window. start of the diesel generator via the DCS. The Synpol unit of
• Sequential restart of essential consumers the diesel generator initiates the generator start and connect
c) From the faceplate, select the ‘VCB CLOSE’ function. The sequence.
• Automatic diesel generator start and connection in response to DCS sends a start signal to the Synpol unit which will initiate
a heavy consumer start request the generator start and connect sequence. b) The generator starts. The generator is confirmed as started when
• Automatic diesel generator start/shutdown in response to high/ the speed >300 rpm.
low load or frequency conditions d) The generator starts. The generator is confirmed as started when
the speed >300 rpm. c) The rated voltage is confirmed by the Synpol unit.
• Automatic diesel generator start in response to low steam
pressure conditions (52 bar) and boiler high level conditions
e) The rated voltage is confirmed by the Synpol unit. d) The generator’s speed is stabilised at the rated speed by
• Automatic diesel generator start in response to a 6.600/440V automatic operation of the governor, automatic synchronisation
transformer high temperature trip f) The generator’s speed is stabilised at the rated speed by automatic occurs.
operation of the governor and automatic synchronisation
• Automatic diesel generator start in response to low LO pressure
occurs. e) The generator VCB closes.
on running turbine generator
• Both boilers tripped g) The generator VCB closes. f) Automatic load sharing is initiated.
h) Automatic load sharing is initiated. If the diesel generator fails to start within 20 seconds, fails to synchronise
Procedures for the Automatic Operation of the Diesel
within 60 seconds or the VCB fails to close, an alarm is activated.
Generator and the Main Switchboards A combined diesel generator load shift, disconnection and stop operation is
requested by an operator as follows: (Note: The load percentages and activation times are adjustable via parameters
It is assumed the ship is in normal voyage/in port conditions, ie, at least one on the Synpol unit.)
turbine generator on load and the following conditions are satisfied: a) Select the Electrical Switchboard Control screen, T30-401-01.
• The PMS is switched on. b) Select the relevant VCB to be opened (and therefore the
appropriate generator to be stopped). Click on the VCB icon to
• The diesel generator is switched to AUTO at the MAN/AUTO display the VCB control faceplate window.
selection switch on the generator panels.
c) From the faceplate, select the VCB OPEN function. The
• The switchboard breaker control switches are switched to DCS DCS checks the remaining load will be safely handled by the
control at the CONTROL POSITION selection switches on the remaining generator and sends a stop signal to the Synpol unit.
generator panel.
d) The Synpol unit reduces the load on the generator by lowering
• The diesel generator is ready to start, ie, all engine conditions the generator’s governor until only a small load remains.
are normal. The generator has been selected as standby via the
generator mimic screen. e) The Synpol unit sends an open signal to the generator’s VCB.
The VCB opens.


3. Automatic Parallel Run Cancellation and Stop Due to Light Load 5. Automatic Changeover by Bus Abnormality 6. Automatic Parallel Running due to Overload
The selection of this facility is carried out from the Synpol units and is The normal voltage and frequency levels at the 6.6kV switchboards are: If the load on a running generator exceeds 4,020kW (120%) for a period
normally enabled. exceeding 10 seconds, the diesel generator will go through the following
• Voltage: 6,600V
sequence:
If the diesel generator is on load and the total load amounts to 70% or less of • Frequency: 60Hz
the capacity of the diesel generator or a turbine generator, for a period of ten a) The Synpol unit of the heavily loaded generator requests a
minutes, the following sequence takes place: The normal voltage and frequency levels at the 440V switchboards are: start of the diesel generator via the DCS. The Synpol unit of
• Voltage: 440V the standby generator initiates the generator start and connect
a) The Synpol unit reduces the load on the diesel generator by sequence.
lowering the generator’s governor until a small load remains. • Frequency: 60Hz
b) The generator starts. The generator is confirmed as started when
b) The Synpol unit sends an open signal to the generator’s VCB. Under certain fault conditions the voltage and frequency may rise or lower the speed >300 rpm.
The VCB opens. according to the fault. These fluctuating levels are undesirable for the operation
of the ship’s plant. c) The rated voltage is confirmed by the Synpol unit.
c) A stop signal is then sent to the generator and the generator is
stopped. There are bus abnormality limits for main bus voltage and frequency deviation d) The generator’s speed is stabilised at the rated speed by
and these are as follows: automatic operation of the governor, automatic synchronisation
If the generator VCB fails to open within 60 seconds, an alarm is activated. occurs.
Bus abnormality limits 6.6kV switchboards:
(Note: The load percentages and activation times are adjustable via parameters • Low voltage: 6,270V for 5 seconds (95%) e) The generator VCB closes.
on the Synpol unit.)
• High voltage: 6,930V for 5 seconds (105%)
f) Automatic load sharing is initiated.
• Low frequency: 57Hz for 5 seconds (95%)
4. Automatic Bus Connection due to Generator Trip Condition
(Note: The load percentages and activation times are adjustable via parameters
• High frequency: 63Hz for 5 seconds (105%)
If, due to a trip condition, the network switchboard voltage has become zero on the Synpol unit.)
by the opening of the VCB of the turbine generator in use, the diesel generator
If a 6.6kV bus abnormality is detected when a turbine generator is running, the
will go through the following sequence: At 120% load for 10 seconds, the preference trips will also be released.
diesel generator will go through the following sequence:
a) The Synpol unit of the diesel generator initiates the generator
a) The Synpol unit of the diesel generator initiates the generator
start and connect sequence.
start and connect sequence.
the speed >300 rpm.
the speed >300 rpm.
c) The rated voltage is confirmed by the Synpol unit.
c) The rated voltage is confirmed by the Synpol unit.
d) The generator’s speed is stabilised at the rated speed by
d) The generator’s speed is stabilised at the rated speed by
automatic operation of the governor.
automatic operation of the governor.
e) The generator VCB closes and supplies the switchboard. (The
e) The Synpol unit checks the bus conditions. If bus conditions
blackout restart sequence is initiated, see section 2.15.7)
are still abnormal, the abnormal generator is tripped (possible
blackout) and the diesel generator VCB closes and supplies the
The diesel generator will re-supply the main switchboard within 45 seconds of
switchboard. If the bus conditions are normal the generator is
the original generator tripping.
held at idle for 30 seconds. If conditions are still normal after
this time, the generator is stopped.
If the trip condition was caused by a bus short circuit condition, the above
sequence will not be initiated. An alarm will be raised.


7. Automatic Parallel Running in Response to Large Motor Start 4. Abnormality Due to Overcurrent (2nd Trip) 12. Emergency Generator Short Circuit Trip
If the load on a running turbine generator is too high to permit the safe starting If the current on a running generator exceeds 130% of the rated current, ie If the generator current exceeds 1,000% of the maximum rated current
of one of the vessel’s large motors, the diesel generator will be started and 476A, for a period of 30 seconds, the Synpol 2nd overcurrent trip will operate (approximately 13,630A) the ACB will be tripped instantaneously by the short
parallelled to provide adequate capacity. The motor will have its start delayed to open the generator’s VCB. circuit trip.
until the diesel generator is connected and the load is equally shared. The
diesel generator will go through the same automatic paralleling sequence as
5.Abnormality Due to Overcurrent (3rd Trip) 13. Emergency Generator Reverse Power Trip
for an overload situation.
If the current on a running generator exceeds 150% of the rated current, i.e. If the emergency generator reverse power reaches a level of 10% of the rated
The motors that will have their start checked/blocked are as follows: 550A, for a period of 10 seconds, the Synpol 3rd overcurrent trip will operate power (85kW), the reverse power relay is triggered and will trip the ACB after
to open the generator’s VCB. a time delay of 10 seconds.
• Ballast pumps No.1, 2 and 3 375kW
• Water spray pump No.1 and 2 375kW The emergency generator ACB is also fitted with an undervoltage device
6. Abnormality Due to or Short Circuit
identical in operation to the main generators.
• Cargo pumps No.1, 2, 3, 4 (port and starboard) 485kW
If the generator current exceeds approximately 300% of the rated current
• Bow thruster 1,986kW i.e.1,098A for a period of 400 msec the generator breaker short circuit trip will
operate and trip the VCB. Emergency Feedback Mode
• High duty compressors No.1 and 2
910kW When the vessel is required to go on shore supply or in an extreme emergency
7. Abnormality Due to Reverse Power
• SW circulating pumps (main and auxiliary) 250kW If there are abnormalities in the output of an engine during parallel operation, such as a blackout, the emergency switchboard is required to backfeed the
it may cause the generator to function as a motor, due to the power it receives 440V switchboards. The procedure is as follows:
Generator Protection Equipment from the other generator(s) through the common busbar. The effective reverse
power will then flow through the connected circuit. For the turbine generators, a) The emergency generator is on load (see section 2.15.6) or the
The generators are protected from the abnormal conditions described below if this reverse power reaches a level of 6% of the rated power, ie 201kW, the shore supply is feeding the emergency switchboard (see section
by means of the reverse power trip, short circuit trip, undervoltage trip and Synpol reverse power relay is triggered and will trip the VCB after a time 2.15.4) and is supplying the emergency consumers.
overcurrent trips. delay of 8 seconds. For the diesel generator, if the reverse power reaches a
level of 15% of the rated power, i.e. 502kW, the Synpol reverse power relay is b) The emergency switchboard tie breakers EB1 and EB2 are
1. Abnormality Due to Undervoltage triggered and will trip the VCB after a time delay of 8 seconds. open.
If the voltage of a generator decreases to between 90% and 95% of the rated c) At 440V switchboard No.1, open the tie breakers LL1 and
value (5,940V to 6,270V) for 5 seconds, the undervoltage tripping device 8. Generator Abnormality Due to Current Differential LB1. The diesel generator DG1 VCB must be open and the
contained in the ACB will operate to trip the breaker. If the current differential on a running generator exceeds 10% of the actual switchboard bus at zero volts.
current for 100msec, the Synpol current differential relay will operate to trip
2. Abnormality Due to Overcurrent (Preference Tripping) the generator VCB. d) At 440V switchboard No.2, open the tie breakers LL2 and
LB2. The diesel generator DG2 VCB must be open and the
If the current on the running generator exceeds 120% of the rated current, ie switchboard bus at zero volts.
439A, for a period of 10 seconds, the PMS will initiate the release of the stage 9. Emergency Generator Overcurrent: (Long Time Delay Trip)
1 preferential trips, thereby providing protection against the overcurrent which If the current on the running emergency generator exceeds 110% of the e) At the emergency switchboard, turn the BUS TIE ACB
would otherwise trip the ACB. If the current still exceeds 120% after a further maximum rated current (1,500A) for 40 seconds the overcurrent relay will CONTROL MODE key switch on the synchronising panel to
5 seconds, the stage 2 preferential trips are released. The preferential trips are operate to trip the generator ACB. the FEEDBACK position.
fully explained in section 2.15.7.
10. Emergency Generator Overcurrent: (Short Time Delay Trip) f) Switch the control position for the bus tie breakers to local by
3. Abnormality Due to Overcurrent (1st Trip) turning the BUS TIE ACB CONTROL SELECTION switch to
If the generator current exceeds 300% of the maximum rated current (4,089A) the ESBD position.
If the current on a running generator exceeds 110% of the rated current, ie the ACB will be tripped almost instantaneously (about 400msec) by the short
403A, for a period of 60 seconds, the Synpol 1st overcurrent trip will operate time delay trip. g) Select which 440V switchboard is to be backfed, No.1 or No.2.
to open the generator’s VCB.
Turn No.1 or No.2 BUS TIE BREAKER CONTROL switch to
11. Emergency Generator Overcurrent: (Preferential Tripping) the CLOSE position. The breakers will close.
If the generator current exceeds 120% of the maximum rated current (1,638A)
for 10 seconds, the emergency switchboard preferential trips will be released.


Illustration 2.15.2c Switchboard Control
09.30.2004 19:30 AM
T30-401-01 SWBD CONTROL
GROUP 1 TREND 1 ELECTRICALDISTRIBUTION - SWITCHBOARD CONTROL HIDE
0 V INCOMING VOLTAGE AUTO

0A 265 A
0% 0 kW 0 Hz INCOMING FREQUENCY
TG2 TG1 2277 kw 67 % Generator Output
SYNPOL D DG
0.00 PF SYNPOL D SYNPOL D 0.77 PF
DCS No.2 6.6KV MSBD No.1 6.6KV MSBD DCS
1ACB4703
TG2 DG SWBD 2 AUTO SELECTED DG SWBD 1 AUTO SELECTED TG1
DG2 V DG1
1ACB4703 Breaker Tag Number
0 INCOMING VOLTAGE
NO VOLTS
TB2 0.0 Hz INCOMING FREQUENCY TL1
EB1 BREAKER
TL2 6459 V TC2 0 A TB1 TC1 6439 V
TOTAL POWER 2277 KW
60.0 Hz 0% 0 kW 60.0 Hz Breaker Control
0.00 PF AVAILABLE POWER 1073 KW Mode AUT NR Breaker Alarm Status
CC2
NR
CC1
CC1,CB2 DCS CC2 & CB2
CB2 CB1 CL1
CL2 DCS DCS CL1
CL2 OPEN
No.2 6.6KV CSBD SWITCHBOARDS NOT IN DCS CTRL No.1 6.6KV CSBD
TRANSFORMER HIGH TEMP TRANSFORMERS

TT INDICATIONS
RESET SEQUENCE ON
SEQUENCE RESTART OFF
TRANSFORMER HIGH TEMP
No.2 440V CSBD SEQUENCE RESTART CANCELLED No.1 440V CSBD
SEQUENCE RESTART ON AUTO RESTART NOT AVAILABLE CLOSE
CT2 CT1
SEQ. RESTART CANCEL BLACKOUT
NO VOLTS
No.2 440V SWBD EM'CY SWBD No.1 440V SWBD
Switchboard Breaker
Faceplate Access
L FEEDBACK L
442 V 439 V Hotspot/Icon
LL2 LB2 LE2 60.0 Hz EB2 EB1 60.0 Hz LE1 LB1 LL1
EG1
NO VOLTS NO VOLTS Switchboard Breaker BREAKER SYMBOL
DCS LOCAL DCS Control Mode Icon AND STATUS
0 A
EG SHORE 0 A
0 kw
SWITCHBOARD POWER MANAG. 6.6 kV SWBD PROTEC. BLACKOUT & BLACKOUT & PMS TRANSF. TEMP
CONTROL SYSTEM CONSUMERS & ALARMS RESTART CTR RESTART SEQ. SEQUENCE INDICATION


The emergency switchboard now feeds one of the 440V switchboards. The Breakers which can only be opened and not closed, due to an internal interlock,
other 440V switchboard may now be fed by closing the LB1 and LB2 tie will only have the OPEN soft key icon in their faceplate window. In this case
breakers, if required. the breaker symbol will have a small padlock displayed next to the breaker on
the mimic.
The LE1 and LE2 ACBs at the 440V switchboards are normally closed, the
emergency switchboard is normally supplied by the EB1 or EB2 tie lines by The DCS system will synchronise all switchboards fed from different generators
opening or closing the ACBs at the emergency switchboard. if required. The requirements for this automatic operation are as follows:
• The SWITCHBOARD BREAKER CONTROL switches are set
Once step e) is carried out, the switching operations can be carried out from
to the DCS position
the DCS Electrical Switchboard Control screen, T30-401-01.
• The breakers synchronising units are healthy and functional
No.1 and No.2 main 440V switchboards can be supplied at the same time via • The generators are all set to REMOTE
EB1 and EB2 provided that no generators are connected and no cross-link is
active on the 6.6kV system with the 6,600/440V transformers in operation. • The generators are all set to AUTOMATIC
• The power management system is ON
When normal supplies are ready to be resumed, the procedure is as follows:
The operator carries out a switching operation as follows:
a) At the emergency switchboard, turn the BUS TIE ACB
CONTROL MODE key switch on the synchronising panel to a) The operator clicks on the breaker symbol and the control
the NORMAL position. faceplate is displayed.
b) Turn No.1 or No.2 BUS TIE BREAKER CONTROL switch b) The operator double clicks on the CLOSE or OPEN icon as
to the OPEN position. The bus tie ACB opens and the 440V required. The graphic indication of the breaker flashes until the
switchboard(s) black out. breaker actually closes; the opening of a breaker will be almost
instantaneous and therefore the graphic will not flash (unless
c) At the 440V switchboard generator panel, adjust the frequency there is a fault).
of the running generator to 60Hz by means of the governor
RAISE/LOWER switch on the panel. The network breakers have many interlocks for their switching combinations.
These are fully listed in the DCS manufacturer’s functional specification
d) Turn the CHECK SYNCHRONISER ON/OFF switch to the volume 1, ‘Control of Switchboard Breakers’, section 2, page 7/47.
OFF position.
Local Breaker Operation
e) Turn the diesel generator air circuit breaker ACB CONTROL
OPEN/CLOSE switch to the CLOSE position, the ACB closes The breakers can all be operated locally either with or without the attached
and the generator supplies that 440V switchboard. synchronising equipment. When switched to local operation, the DCS system
has no control of the breaker, however, the DCS system does indicate the
f) Supply consumers as required and return the switchboard and position and status of the network breakers. The DCS will also take corrective
generators to automatic operation, if conditions allow. action in the case of any undesirable situations, provided the DCS has control
of the relevant equipment required. It should be remembered that the DCS will
override a local command, unless the switchboard is set to local control.
Network Circuit Breaker Switching
The normal method of operation for the switchboard breakers and tie breakers
is via the DCS system. The DCS system has all the necessary interlocks
and safety features to ensure safe operation and network power continuity.
Normal operation of the network switching is carried out from the Electrical
Switchboard Control mimic screen, T30-401-01.
Breakers which are not available for DCS control have a small letter ‘L’
(indicating local control) displayed next to the breaker on the mimic.


2.15.3 ELECTRICAL DISTRIBUTION
Illustration 2.15.3a Main 440V Distribution
No.2 440V SWITCHBOARD No.1 440V SWITCHBOARD
LL2 LB2 LE2 No.2 440V FEEDER PANEL No.1 440V FEEDER PANEL LE1 LB1 LL1
P-2M-21 Boiler N2H4 Injection Pump P-2M-1 140kW No.2 Boiler FD Fan P-1M-21 No.1 Electric Heater for Steering Gear Room P-1M-1 140kW No.1 Boiler FD Fan
P-2M-22 Vacuum Toilet System P-2M-2 138kW No.1 Windlass/Fwd Winch Hydr. Pump P-1M-22 Panel P2 - Focsle Distribution P-1M-2 138kW No.2 Windlass/Fwd Winch Hydr. Pump
P-2M-23 22kW No.2 Distillate Plant SW Feed Pump P-2M-3 138kW No.3 Windlass/Fwd Winch Hydr. Pump P-P2-1 Focsle Transformer 440/230V 12.5kVA x 4 P-1M-3 138kW No.4 Windlass/Fwd Winch Hydr. Pump
P-P2-2 No.1 Bosun Store Fan
P-2M-24 No.2 Boiler Feed Water Inlet Valve P-2M-4 138kW No.2 Aft Winch Hydraulic Pump P-P2-3 No.1 Forward Fuel Oil Transfer Pump P-1M-4 138kW No.1 Aft Winch Hydraulic Pump
P-P2-4 No.1 Bosun Store Electric Heater
P-2M-25 No.2 Provision Refrigeration Plant P-2M-5 138kW No.4 Aft Winch Hydraulic Pump P-P2-5 No.2 Bosun Store Fan P-1M-5 138kW No.3 Aft Winch Hydraulic Pump
P-2M-26 No.2 Main Air Conditioning Refrigeration Plant P-2M-6 1.3kW Servo Hydraulic Remocon Pump (Aft) P-1M-23 LGSP-1 P-1M-6 1.3kW Servo Hydraulic Remocon Pump (Fwd)
P-2M-27 Calorifier Control Panel P-LS1-1 Engine Room Bilge Pump

P-2M-7 Bow Thruster No.2 Hydraulic Pump P-1M-7 125kW No.1 Steering Gear Starter
P-LS1-2 Oily Bilge Pump
P-2M-28 No.2 ECR/Switchboard Room A/C Fan P-2M-8 No.2 L.V. Transformer 440/230V 60kVA x 4 P-LS1-3 Electric Heater Control Panel for OWS P-1M-8 General Use UPS System
P-LS1-4 Waste Oil Transfer Pump
P-2M-29 No.2 LO Purifier Starter P-2M-9 I.C.C.P System Aft P-LS1-5 Sewage Treatment Plant P-1M-9 No.1 L.V.Transformer 440/230V 60kVA x 4
P-LS1-6 Spare
P-2M-30 Boiler Chemical Injection Pump P-2M-10 I.C.C.P System Forward P-1M-10 184kW Inert Gas Generator Compressor
P-1M-24 22kW No.1 Distillate Plant SW Feed Pump
P-2M-31 55kW No.2 Control Air Compressor Unit P-2M-11 P1 Panel Workshop Equipment P-1M-11 288kW No.1 Inert Gas Generator Blower
P-1M-25 No.1 LO Purifier Starter
P-2M-32 55kW Working Air Compressor Unit P-2M-12 288kW No.2 Inert Gas Generator Blower P-1M-12 4.6kW Inert Gas Generator Fuel Oil Pump
P-1M-26 1.5kW No.1 Boiler Feed Water Inlet Valve
P-2M-33 No.2 Turbine Generator Turning Gear Starter P-2M-13 G1 Galley/Pantry Equipment P-1M-13 Bow Thruster No.1 Hydraulic Pump
P-1M-27 Provision Refrigeration Fan Starter
P-2M-34 Boiler Test Room Unit Cooler P-2M-14 No.2 Electric Heater for Steering Gear Room P-1M-14 Inert Gas Generator Drying Unit
P-1M-28 117.5kW No.1 Provision Refrigeration Plant
P-2M-35
P1M-35 Spare
No.1 Auxiliary Air Conditioning Refrigeration Plant P-2M-15 Panel P2 - Focsle Distribution P-1M-15 No.1 UPS Unit for DCS System (F Deck)
P-P2-6 No.2 Forward Fuel Oil Transfer Pump P-1M-29 175kW No.1 Main Air Conditioning Refrigeration Plant
P-2M-36 Spare
P-P2-7 No.2 Bosun Store Electric Heater P-1M-16 Workshop Unit Cooler
P-1M-30 63kW No.1 Auxiliary Air Conditioning Refrigeration Plant
P-2M-37 Spare P-P2-8 Bow Thruster Room Electric Heater
P-P2-9 Electric Heat Tracing Cable P-1M-17 140kW Standby Boiler FD Fan
P-1M-31 14kW Main Turbine Turning Gear Starter
P-2M-ESB Emergency Switchboard Tie Line P-P2-10 Spare
P-1M-18 No.1 MGPS Power Supply for Scoop System
P-1M-32 No.1 Turbine Generator Turning Gear Starter
P-2M-16 No.2 ECR/Switchboard Room A/C Plant P-1M-19 MGPS Power Supply for General SW System
P-1M-33 Incinerator Control Panel
P-2M-17 LGSP-2 P-1M-20 No.3 Group Starter Panel - AC Room A Deck
P-LS3-1 Engine Room Toilet Exhaust Fan P-1M-34 Waste Oil Tank Control Panel
P-LS3-2 Chemical Store Exhaust Fan P-GS3A-1 No.1 Main Air Conditioning Fan
P1M-35 No.1
P-1M-35 Auxiliary
Sootblower Air Conditioning
Relay Panel Refrigeration Plant P-GS3A-2 Galley Supply Fan
EMERGENCY SWITCHBOARD P-LS3-3 LO Grease Store Exhaust Fan
P-GS3A-3 No.1 Sanitary Space Exhaust Fan
P-LS3-4 Incinerator Gas Oil Service Pump
P-1M-36 55kW No.1 Control Air Compressor Unit P-GS3A-4 Paint Store Exhaust Fan
P-LS3-5 Spare
P-GS3A-5 General Store Exhaust Fan
P-1M-37 Spare
P-2M-18 0.37kW Ion Exchanger Unit P-GS3A-6 No.1 Lifeboat Davit Winch
P-GS3A-7 No.1 Hose Handling Crane
P-1M-38 Diesel Generator Engine Turning Gear Starter
P-2M-19 No.2 MGPS Power Supply for Scoop System P-GS3A-8 No.1 Provision Crane
P-1M-39 Spare P-GS3A-9 Deck Store Exhaust Fan
P-2M-20 No.3 Group Starter Panel - AC Room A Deck P-GS3A-10 No.1 Auxiliary A/C Fan
P-1M-40 Spare P-GS3A-11 No.1 A/C Heater Control Panel
P-GS3B-1 No.2 Main Air Conditioning Fan P-GS3A-12 Spare
P-GS3B-2 Galley and Pantry Exhaust Fan P-1M-41 Spare
P-GS3B-3 No.2 Sanitary Space Exhaust Fan
P-GS3B-4 A/C Room Exhaust Fan P-1M-42 Spare
EMERGENCY 440V FEEDER PANEL P-GS3B-5 Rescue Boat Winch Key
P-GS3B-6 No.2 Provision Crane P-1M-ESB Emergency Switchboard Tie Line
P-GS3B-7 No.2 Hose Handling Crane
P-GS3B-8 No.2 Lifeboat Davit Winch
P-GS3B-9 Galley Fan Cooler Unit Transformer
P-GS3B-10 No.2 A/C Heater Control Panel
P-EM-25 P-GS3B-11 No.2 Aux. A/C Fan (Emergency Feed) 440 Volts
P3GS3B-12 Spare


Illustration 2.15.3b Main 440V Switchboards: Group Starters
No.2 440V SWITCHBOARD No.1 440V SWITCHBOARD
LL2 LB2 LE2 No.2 GROUP STARTER PANEL No.1 GROUP STARTER PANEL LE1 LB1 LL1
P-GS2-21 3.7kW Lubricating Oil Transfer Pump P-GS2-1 55kW No.2 Main Condensate Pump P-GS1-21 1.5kW Main Turbine Gland Exhaust Fan P-GS1-1 55kW No.1 Main Condensate Pump
P-GS2-22 0.75kW No.2 Hot Water Circulating Pump P-GS2-2 2.2kW No.2 Recirculation Pump P-GS1-22 0.48kW Main Condenser Sea Water Supply Valve (10V) P-GS1-2 2.2kW No.1 Recirculation Pump
for Main Condenser Vacuum Pump for Main Condenser Vacuum Pump
P-GS2-23 2.2kW Purifier Room Fan P-GS1-23 5.5kW No.1 Domestic Water Hydrophore Pump
P-GS2-24 0.56kW Crossover Bleed Steam Shutoff Valve (102V) P-GS2-3 18.5kW No.2 Condensate Drain Pump P-GS1-24 18.5kW Heavy Fuel Oil Transfer Pump P-GS1-3 18.5kW No.1 Main Condensate Drain Pump
P-GS2-25 0.12kW Auxiliary Condenser Sea Water Inlet Valve (11V) P-GS2-4 2.2kW Main Turbine No.2 Control Oil Pump P-GS1-25 0.75kW No.1 Stern Tube Lubricating Oil Pump P-GS1-4 2.2kW Main Turbine No.1 Control Oil Pump
P-GS2-26 22kW No.2 Boiler Fuel Oil Service Pump P-GS2-5 55kW No.2 Main Condenser Vacuum Pump P-GS1-26 0.37kW No.1 Main FW Pump Turbine Aux. LO Pump P-GS1-5 55kW No.1 Main Condenser Vacuum Pump
P-GS2-27 0.75kW No.2 Stern Tube Lubricating Oil Pump P-GS2-6 250kW Auxiliary Sea Water Circulation Pump P-GS1-27 45kW Main Turbine No.1 Auxiliary LO Pump P-GS1-6 250kW Main Sea Water Circulation Pump
P-GS2-28 0.37kW No.2 Main FW Pump Turbine Auxiliary LO Pump P-GS2-7 80kW No.2 Main Sea Water Circulation Pump P-GS1-28 5.5kW Generator Engine No.1 Start Air Compressor P-GS1-7 7.5kW Fire Line Pressurising Pump
P-GS2-29 100kW
PGS1-31 45kW No.2
Fire Main
PumpTurbine Auxiliary LO Pump P-GS2-8 7.5kW No.2 Boiler Seal Air Fan P-GS1-29 100kW Fire Pump P-GS1-8 7.5kW No.1 Boiler Seal Air Fan
P-GS2-30 5.4kW No.2 Gen. Turbine Exh. Steam Shut-off Valve (41V) P-GS2-9 18.5kW No.2 Auxiliary Central CFW Pump P-GS1-30 0.56kW HP Turbine Bleed Steam Shut-off Valve (110V) P-GS1-9 160kW No.1 Main Central CFW Pump
P-GS2-31 0.06kW Low Sea Chest Valve for Main Circ. System (2V) P-GS2-10 18.5kW No.2 Aux. Central CFW Booster Pump P-GS1-31 0.4kW No.1 Main Feed Water Pump Turbine P-GS1-10 22kW Low Duty Condensate Pump
Steam Inlet Valve (622V)
P-GS2-32 0.82kW Low Sea Chest Valve for GS System (105V) P-GS2-11 1.5kW No.2 Boil-Off Gas Extraction Fan P-GS1-11 18.5kW No.1 Auxiliary Central CFW Pump
P-GS1-32 5.4kW No.1 Generator Turbine Exhaust
P-GS2-33 0.4kW No.2 Main FW Pump Turb. Steam Inlet Valve (633V) P-GS2-12 37kW No.2 Engine Room Supply Fan Steam Shutoff Valve (38V) P-GS1-12 18.5kW No.1 Aux. Cent. CFW Booster Pump
P-GS2-13 37kW No.4 Engine Room Supply Fan P-GS1-33 0.48kW High Sea Chest Valve for Main Circ. System (1V) P-GS1-13 1.5kW No.1 Boil-Off Gas Extraction Fan
P-GS2-34 160kW No.2 Main Central CFW Pump
(Emergency Feed) P-GS1-34 0.82kW High Sea Chest Valve for Aux SW System (101V)
P-GS2-14 5.5kW Diesel Generator Room Exhaust Fan P-GS1-14 37kW No.3 Engine Room Supply Fan
P-GS2-35 5.5kW Generator Engine No.2 Start Air Compressor P-GS2-15 110kW No.2 Bilge, Fire and GS Pump P-GS1-36 1.32kW Generator Engine No.1 Gas Oil Service Pump P-GS1-15 22kW No.1 Engine Room Exhaust Fan
(Emergency Feed)
P-GS2-16 5.5kW MGPS Sea Water Booster Pump P-GS1-35 80kW No.1 Main Cooling Sea Water Pump P-GS1-16 26kW Boiler Cold Start Feed Water Pump
P-GS2-36 1.32kW Generator Engine No.2 Gas Oil Service Pump (Emergency Feed)
P-GS2-17 7.5kW No.2 Fresh Water Hydrophore Pump P-GS1-17 110kW No.1 Bilge, Fire and GS Pump
P-GS2-18 55kW Dump Drain Pump P-GS1-18 0.75kW No.1 Hot Water Circ Pump
P-GS2-19 18.5kW Gas Oil Transfer Pump P-GS1-19 22kW No.1 Boiler Fuel Oil Service Pump
P-GS2-20 5.5kW No.2 Domestic Water Hydro. Pump P-GS1-20 7.5kW No.1 Fresh Water Hydrophore Pump
P-EM-19
P-EM-22 P-EM-26
P-EM-7
EMERGENCY SWITCHBOARD
EMERGENCY 440V FEEDER PANEL


Illustration 2.15.3c Main 220V Distribution
No.2 220V FEEDER PANEL EMERGENCY 440V SWITCHBOARD EB1

LL2 LB2 LE2 EB2 EMERGENCY 220V FEEDER PANEL No.1 220V FEEDER PANEL LE1 LB1 LL1
No.2 440V SWITCHBOARD EG1 No.1 440V SWITCHBOARD
No.2 LV Emergency Shore Em. LV No.1 LV

440/230V Generator Power 440/230V 440/230V
Transformer Transformer Transformer
P-2L-1
17.5kW L-2 Panel in EngineAir
- Control/Working RoomCompressor No.1 P-1L-1 L-1 Panel in Engine Room
P-2L-2 Accommodation 220V AC Feeder Panel P-1L-2 Accommodation 220V AC Feeder Panel
P-4L-1 L4 Accommodation Lighting Panel: A Deck P-3L-1 L3 Accommodation Lighting Panel: Upper Deck
P-4L-2 L6 Accommodation Lighting Panel: C Deck P-3L-2 L5 Accommodation Lighting Panel: B Deck
P-4L-3 L8 Accommodation Lighting Panel: E Deck P-3L-3 L7 Accommodation Lighting Panel: D Deck
P-4L-4 L10 Accommodation Lighting Panel: G Deck P-3L-4 L9 Accommodation Lighting Panel: F Deck
P-4L-5 N1 Navigation Equipment Panel in the Wheelhouse P-3L-5 L11 Accommodation Lighting Panel: Nav. Deck
P-4L-6 G-3 (Pantry Equipment) Panel P-3L-6 G-2 (Galley and Pantry Equipment) Panel
P-4L-7 Duty Mess/Smoke Room Fan, Garbage Store Fan P-3L-7 Wheelhose Window Defrost Fan (S-13) And Heater
P-4L-8 Cargo Control Console P-3L-8 Power Supply for Cargo Gas Detection System
P-4L-9 Bridge Chart Console P-3L-9 Gas Detection System Extension Alarm Panel
P-4L-10 Rudder Angle Indication System P-3L-10 Accommodation Gas Detection System Alarm Panel
P-4L-11 No.2 6.6kV Cargo Swbd (Space Heater Source) P-3L-11 Motor Room Gas Detection System Alarm Panel
P-4L-12 IS Barrier Signal Convertor Panel P-3L-12 No.1 6.6kV Cargo Swbd (Space Heater Source)
P-4L-13 C-JB-COU For CO2 Alarm System P-3L-13 Main Turbine Remote Control System
P-4L-14 Wheelhouse Window Defrost Fan (S-14) And Heater P-3L-14 Wheelhose Window Defrost Fan (S-15) And Heater
P-4L-15 Spare Key P-3L-15 Spare
P-1L-3 Navigation Lights Indication Panel

Transformer
P-1L-4 A-1 Panel
P-1L-5 Boiler Local Gauge Board

P-2L-3 Fire/General Alarm System 440 Volts
P-1L-6 No.1 6.6kV Switchboard (Space Heater Source)
P-2L-4 A-1 Panel
P-2L-5 Boiler Local Gauge Board P-1L-7 Switch Box for Main Turbine Bolt Heater
P-1L-8 Pipe Threading Machine

P-2L-6 No.2 6.6kV Switchboard (Space Heater Source)
P-2L-7 Switch Box for Main Turbine Bolt Heater P-1L-9 Vibration Measuring Unit
P-1L-10 No.1 Switchboard Room Light (6.6kV and 440V)

P-2L-8 Engine Control Panel Light
P-1L-11 DCS Cabinet (S) Lighting
P-2L-9 No.2 Switchboard Room Light (6.6kV and 440V)
P-1L-12 Engine Control Console
P-2L-10 DCS Cabinet (P) Lighting
P-1L-13 Alarm Circuit Source For No.1 Steering Gear Starter
P-2L-11 Relay Box for Signal Column
P-1L-14 Engine Control Room Distribution Board
P-2L-12 Dehumidifier
P-1L-15 Spare
P-2L-13 High Expansion Foam Main Control Panel
Local Fire Fighting Main Panel P-1L-16 Spare
P-2L-14 Electrical Equipment Room Distribution Board
P-2L-15 Spare
P-2L-16 Spare


Diesel
Illustration 2.15.3d Cargo 6,600V and 440V Distribution Generator DG
3,350kW
No.2 Turbine No.1 Turbine

Generator TG TG Generator
3,350kW 3,350kW
CC2 No.2 6.6kV CARGO SWITCHBOARD No.1 6.6kV CARGO SWITCHBOARD CC1
CL2 CB2 CB1 CL1
No.2 No.2 No.1 No.2 No.3 No.4 No.4 No.3 No.2 No.1 No.1 No.1
6,600/440V High Duty Port Port Port Port Stbd Stbd Stbd Stbd High Duty 6,600/440V
CSBD Comp- Cargo Cargo Cargo Cargo Cargo Cargo Cargo Cargo Comp- CSBD
Transformer ressor Pump Pump Pump Pump Pump Pump Pump Pump ressor Transformer
No.2 440V No.1 440V

Switchboard Switchboard
No.2 440V CARGO No.1 440V CARGO
CT2 CT1
LB2 LB1
P-2CS-1 280kW No.2 Low Duty Gas Compressor P-1CS-1 280kW No.1 Low Duty Gas Compressor
P-2CS-2 22.4kW No.3 Spray Pump P-1CS-2 22.4kW No.1 Spray Pump
P-2CS-3 22.4kW No.4 Spray Pump P-1CS-3 22.4kW No.2 Spray Pump
P-2CS-4 1.8kW No.2 High Duty Compressor Auxiliary LO Pump P-1CS-4 1.8kW No.1 High Duty Compressor Auxiliary LO Pump
P-2CS-5 1.8kW No.2 Low Duty Compressor Auxiliary LO Pump Key P-1CS-5 1.8kW No.1 Low Duty Compressor Auxiliary LO Pump
P-2CS-6 15kW Cargo Compressor Room Exhaust Fan P-1CS-6 Spare

G Generator
P-2CS-7 Spare P-1CS-7 5.5kW Cargo Motor Room Supply Fan
P-2CS-8 35kW No.2 Nitrogen Generator Feed Air Compressor P-1CS-8 35kW No.1 Nitrogen Generator Feed Air Compressor
Transformer
P-2CS-9 2.2kW No.2 Under Deck Passage Exhaust Fan P-1CS-9 30kW Double Bottom Pipe Duct Exhaust Vent Fan
P-2CS-10 3kW No.2 Feed Air Heater for Nitrogen Generator System P-1CS-10 2.2kW No.1 Under Deck Passage Exhaust Fan
6,600 Volts
P-2CS-11 3.7kW Top-up Water Ballast Valve Remocon Hydraulic Pump P-1CS-11 3 kW No.1 Feed Air Heater for Nitrogen Generator System
440 Volts
P-2CS-12 37kW No.2 Cargo Valve Remecon Hydraulic Pump P-1CS-12 37kW No.1 Cargo Valve Remocon Hydraulic Pump
P-2CS-13 11kW No.2 Water Ballast Valve Remocon Hydraulic Pump P-1CS-13 7.5kW Top-up Cargo Valve Remocon Hydraulic Pump
P-2CS-14 Spare P-1CS-14 11kW No.1 Water Ballast Remocon Hydraulic Pump
P-2CS-15 Spare P-EM-14 P-1CS-15 Spare
P-2CS-16 Spare P-1CS-16 Spare

P-1CS-17 Spare
EMERGENCY 440V FEEDER PANEL


Illustration 2.15.3e Emergency 440V and 220V Distribution
LL2 LB2 LE2 EB1 EMERGENCY 440V SWITCHBOARD EB2 LE1 LB1 LL1
220V SECTION
No.2 440V SWITCHBOARD EG1 No.1 440V SWITCHBOARD
Emergency P-EL-1 Panel E1 Engine Room Lighting Distribution Panel

Em. LV
Generator P-EL-2 Panel E2 Engine Room Lighting Distribution Panel
440/230V
Shore Transformer
P-EL-3 N1 Panel in Group Control Panel
Power
P-EL-4 Steering Gear Room Lighting
P-EL-5 Navigation Light Indication Panel
P-EL-6 Emergency Generator Cool Water Preheater

P-EM-1 125kW No.2 Steering Gear P-EM-18 0.75kW CO2 Room Exhaust Fan P-EL-12 CO2 System
P-EL-7 Emergency Generator Room and Foam Room Lighting
P-EM-2 0.28kW Emergency Generator Room Fan P-EM-19 Diesel Generator No.2 G.O.Service Pump P-EL-13 Miscellaneous Panel P-EL-7N
P-EM-3 11kW Steering Gear Room Supply Fan P-EM-20 Battery Room Exhaust Fan for Engine Room P-EL-14A Junction Box for Lifeboat (Port)
P-EL-14B Junction Box for Lifeboat (Stbd) P-EL-8 ECR Emergency Distribution Board
P-EM-4 22kW No.2 Engine Room Exhaust Fan P-EM-21 3.7kW Bow Thrust/Em. Fire Pump Room Fan Also Fed From No.1 Main 220V Switchboard
P-EL-15 Cargo Machy. Trip/Gas Detection System Way P-1L-14
P-EM-5 37kW No.1 Engine Room Supply Fan P-EM-22 No.2 Main Central CFW Pump (No.2 GSP)
P-ECR-1 Shaft Revolutions Indication System
P-EL-16 Engine Room Gas Detection System P-ECR-2 Engine Control Room Console
P-EM-6 260kW Emergency Fire Pump P-EM-23 No.2 Aux. Air Conditioning Refrigeration Plant
P-ECR-3 ECR Misc. Panel (No.1 Turbine Generator)
P-EL-17 Rudder Angle Indicator
P-EM-7 Diesel Gen. No.2 Start Air Compressor (No.2 GSP) P-EM-24 Emergency Generator Room Electric Heater P-ECR-4 ECR Misc. Panel (No.2 Turbine Generator)
P-ECR-5 Smoke Indication Box for No.1 Boiler
P-EL-18 MF/HF Radio AC Fuse Box
P-EM-8 Diesel Generator Preheater Control Panel P-EM-25 No.2 Auxiliary AC Fan (No.3 GSP) P-ECR-6 Smoke Indication Box for No.2 Boiler
P-ECR-7 Generator Engine Local Control Panel
P-EL-19 Emergency Generator Battery Charger
P-EM-9 0.89kW Diesel Generator LO Priming Pump P-EM-26 No.1 Main CSW Pump (No.1 GSP) P-ECR-8 No.1 Boiler Exhaust Gas O2 Meter
and Cylinder LO Pump Starter P-EL-20 High Expansion Foam Control Panel and P-ECR-9 No.2 Boiler Exhaust Gas O2 Meter
P-EM-27 No.1 ECR/Switchboard Room Air Cond. Plant P-EL-20A Local Firefighting Panel P-ECR-10 Hydraulic Power Unit for Ballast
P-EM-10 Elevator Control Panel P-ECR-11 Hydraulic Power Unit for Cargo
P-EM-28 No.2 UPS for DCS System P-EL-21 No.1 Batt. Charger for No.1 6.6kV Swbd P-ECR-12 Temperature Controller for Diesel Generator
P-EM-11 UPS System for General Use P-ECR-13 Spare
P-EM-29 No.1 ECR/Switchboard Room Air Cond. Plant P-EL-22 No.2 Batt. Charger for No.2 6.6kV Swbd P-ECR-14 Spare
P-EM-12 Ship Service Battery Charger
P-ECR-15 Spare
P-EM-30 Spare P-EL-23 Spare
P-EM-13 Emergency 440/230V 40kVA x 4 Transformer
P-EM-31 Whistle Relay Box P-EL-24 No.2 Steering Gear Starter P-EL-9 Relay Box for Signal Column
P-EM-14 No.2 440V Cargo Switchboard (Alarm Circuit Supply)
P-EM-32 2.2kW Recharging Air Compressor P-EL-10 Bridge Chart Control Console
P-EM-15 Radar Power Supply Unit - S Band P-EL-25 Spare
P-EM-33 15kW Foam Liquid Pump P-EL-11 Electrical Equipment Room Distribution Board
P-EM-16 Spare P-EL-26 Spare Also Fed From No.2 Main 220V Switchboard
P-EM-34 Spare Way P-2L-14
P-EM-17 0.55kW Battery Room Exhaust Fan P-EL-27 Spare
P-EM-35 Spare P-EER-1 Trim and List Indication System
P-EER-2 CCTV Central Unit
P-EM-36 Spare P-EER-3 Spare
P-EER-4 UPS Bypass Switch Box
P-EER-5 CCR Console
P-EER-6 Main Turbine Remote Control Panel
P-EER-7 Master Laser Printer for CTS
P-EER-8 Redundancy Laser Printer for CTS
Key P-EER-9 I.S. Barrier Box for N2 Bleed Cont. Valve
P-EER-10 Heater/Vaporiser Control System Cabinet
P-EER-1 1 Spare
P-EER-1 2 Remote Valve Control System
Transformer P-EER-1 3 Spare
P-EER-1 4 Tank Float Level Reciever and PSU
P-EER-1 5 Spare
440 Volts P-EER-1 6 Spare


Illustration 2.15.4a Shore Power
Shore Power Connection Box
Located in the General
Store on the Port Side of
the Upper Deck
143 141 142 143 141 142
A W V PSI
PST
WHM
BCS
AS-1 BCS FVS-1
PSI: Phase Sequence Indicator Meter

PST: Phase Sequence Test Switch
BCS: ACB Control Switch
141: Shore Alive Lamp
142: Shore ACB Closed Lamp
143: Shore ACB Open Lamp
Key
A: Ammeter
V: Voltmeter
W: Wattmeter
F: Frequency Meter
WHM: Watthour Meter
AS-1: Ammeter Selection Switch
ACB 3P FVS-1: Frequency and Voltmeter Selection Switch
HAT-16(1600AF) BCS: ACB Control Switch
141: Shore Alive Lamp
142: Shore ACB Closed Lamp
143: Shore ACB Open Lamp


2.15.4 SHORE POWER d) At the shore connection box check the phase sequence by Procedure for Transfer from Shore Supply to Main Diesel
pressing the PHASE SEQUENCE TEST pushbutton. If the phase Generator
A shore connection box, which is located inside the general store on the port sequence is correct, the green arrow lamp will illuminate.
side of the upper deck, accepts power cables during refits/dry docks, etc. a) Isolate the emergency generator to ensure that it does not start.
The shore connection box connects, via a breaker, to the emergency 440V e) At the shore connection box turn the ACB CONTROL SWITCH
switchboard. The maximum current is 1,600 amps. When the emergency to the CLOSE position. b) Isolate all non-essential services. Ensure the sequential
switchboard is powered from the shore, the 440V switchboards can then be restart system is still isolated. Reduce load at the main 440V
supplied through the tie breakers by utilising the feedback mode. f) At the emergency switchboard, open the tie breaker currently switchboard to the absolute minimum. Ensure the PMS is still
feeding the emergency switchboard, EB1 or EB2. The set to manual to ensure that the diesel generator does not start
The monitoring instruments and lamps for the shore supply are located on the emergency switchboard blacks out. when the vessel blacks out.
shore supply panel, section B of the emergency switchboard.
g) Close the shore supply breaker at the emergency switchboard. c) Run up the main diesel generator from the main switchboard.
A phase sequence monitoring system is fitted on the shore supply connection The shore supply now feeds the emergency switchboard.
box. The sequence should be checked before connecting shore power to the d) At the emergency switchboard, turn the BUS TIE ACB
main switchboard. If the phase sequence is correct, the green arrow lamp h) At the 6.6kV switchboard, open the diesel generator vacuum CONTROL position key switch on the synchronising panel to
will be illuminated. If the sequence is incorrect, the red arrow lamp will be circuit breaker (VCB). The main network blacks out. the DCS position.
illuminated. In this case the shore supply must be isolated and two supply
phases changed over. The supply should then be reinstated and the phase i) At the emergency switchboard, turn the BUS TIE ACB e) Turn No.1 or No.2 BUS TIE BREAKER CONTROL switch
sequence checked again. CONTROL MODE key switch on the synchronising panel to to the OPEN position. The bus tie ACB opens and the 440V
the FEEDBACK position. switchboard(s) black out.
A kilowatt/hour meter is provided at the emergency switchboard panel to
record the power consumed by the vessel when on shore supply. j) Switch the control position for the bus tie breakers to local by f) At the 6.6kV switchboard generator panel, adjust the frequency
turning the BUS TIE ACB CONTROL position switch to the of the diesel generator to 60Hz by means of the governor
Interlocking is provided between the emergency switchboard’s tie breakers ESB position. RAISE/LOWER switch on the panel.
EB1, EB2, the emergency generator breaker EG1 and the shore supply breaker
at the emergency switchboard. The shore supply breaker cannot be closed if k) Select which 440V switchboard is to be backfed, No.1 or No.2. g) Turn the diesel generator vacuum circuit breaker VCB
any incoming supply tie breaker, EB1 or EB2, is closed or the emergency Turn No.1 or No.2 BUS TIE BREAKER CONTROL switch to CONTROL OPEN/CLOSE switch to the CLOSE position, the
generator breaker EG1 is closed. Conversely, none of the tie breakers or the the CLOSE position. VCB closes and the generator supplies the 6.6kV switchboard.
emergency generator breaker can be closed if the shore supply breaker is
closed. This arrangement prevents the shore supply being paralleled with any l) At the shore panel in the deck store, turn the ACB control h) Supply consumers as required and return the switchboard and
other supply. However, the tie breaker interlocks can be overridden by use of switch to the CLOSE position. generators to automatic operation, if conditions allow.
the feedback mode.
The 440V switchboard is now fed from the emergency switchboard and the i) At the emergency switchboard, open the shore supply breaker,
shore supply. the emergency switchboard blacks out.
Procedure for the Operation of Shore Power Reception
m) Proceed to supply essential services such as fire detection, j) Close the appropriate tie breaker EB1 or EB2. The emergency
It is assumed that the network is being supplied by the diesel generator.
lighting, etc. Stop any diesel generators at the main switchboard is supplied from the 440V switchboard.
switchboards.
a) Isolate the emergency generator to ensure it does not start.
k) Ensure the emergency generator is returned to normal automatic
n) If no maintenance is scheduled for the emergency generator, it start mode.
b) After connection confirm the SHORE ALIVE indicator lamp is
may be left on auto standby. The emergency generator will then
illuminated.
feed emergency lighting, etc, in the case of failure of the shore l) Supply emergency and main consumers as required.
supply.
c) Isolate all non-essential services, including the sequential
restart system. Reduce the load at the switchboards to the
o) The shore supply should be closely monitored to ensure the
absolute minimum. Set the PMS to manual to ensure that the
1,600A current limit is not exceeded.
diesel generator does not start when the vessel blacks out.
(Note: See the Emergency Feedback Mode instructions in section 2.15.2 for
connection combinations.)


Illustration 2.15.5a Main Alternators
Main Switchboard
Main Switchboard Reference/Power Line
Rotor Varistor Diodes Exciter Rotor

Local/Manual Control Winding
SP: Spare
120: Ready for Start Lamp Generator
121: Generator Running Lamp ACB
SP 123 121 122 125 120 Measuring and Auto Synchronising
122: VCB Closed ACB Control
A2 130 SP 142 131 132 165 Protection Unit Unit
SP 137 167 168 139 138
123: VCB Open
125: Space Heater Lamp No Volt,
130: VCB Test Position Overload, DCS
A1 SY F V 131: DC110V Source High/low
Load Signals Alternator Rotor Electrical Diagram
132 DC24V Source CURRENT POWER
@
SYNPOL D
VOLTAGE FREQUENCY
137: Feedback Processing V

kV
A
kA
Kw
MW
TL
F 138: DCS Other POWER FACTOR
W TL TL V Generators
ALARM
139: Local
TRIPPED
142: Synpol Fault

161: No.1 Synpol Control Available
162: No.2 Synpol Control Available
165: Earthing Switch On Synpol 'D' Engine Local
Generator/Power Control Panel
167: Feedback EB1 Governor Engine Stop/Start
*
168: Feedback EB2 Management Alternator AVR/Synpol

Control Control
Module Reference/Supply
/
SY: Synchroscope
162 161 Lines
W: -4,500-0-4,500 Wattmeter Diesel Engine
F: 55-65Hz Frequency Meter Governor
V: 0-9,000V Voltmeter
Current
LT ES TL: Synchronising Lamps Sensing
COS-P ECS VCS-D COS-P: Generator Control Switch
(Manual/Automatic) 4
ECS: Engine Control Switch (Stop/Start)
2
LT: Lamp Test 22 24 AVR
AS-1 FVS-2 PRE VCS-D: VCB Control Switch 26 3 Phase
COS-M DGCS
ES: Emergency Stop 11 25 440V 60Hz Output Alternator Key
AS-1: Ammeter Selection Switch 1. Frame
COS-M: Breaker Control Switch: 2. External Equipment Housing
SWBD/DCS 8 3. Earthing Terminal
CTT PTT1 VR FVS-2: Frequency/Voltmeter Switchboard 4. Housing Cover
Selection (Off/R.S/S.T/T.R/Off) 5. Shaft: Prime Mover
DGCS: Governor Control Switch 6 6. Fan
Excitation 15 7. End Shield
COS-VR MVR SHS
PRE: Pre-excitation Button 16 8. Air Guide
7
CTT: Current Test Terminals - Current on Gen. Side 9. End Shield
137 9
COS-VR: Voltage Control (Manual/Automatic) 10. Stator Core
GL MVR: Manual Voltage Regulator 21 11. Stator Winding
PTT1: Potential Test Terminals - Potential AC110V (Gen) 12. Rotor Core
DG1
24 21
SHS: Space Heater Switch 23 13. Damper Winding
14. Rotor Winding
15. Exciter Stator Core
16. Exciter Stator Winding
17. Exciter Rotor Core
18. Exciter Rotor Winding
Alternator AVR 19. Rotating Rectifier
Excitation Supply 20. Rectifier Lead to Rotor Winding
AVR 23 21. Sleeve Bearing
22. Air/Water Cooler
23. Protection Cover
5 17 24. Generator Side Automatic
(Construction of
1 14 13 3 10 12 20 19 Voltage Regulator
Diesel and Steam Turbine 18
Alternators is Virtually Identical) 25. Current Transformers
Switchboard Generator Section (Diesel Generator) 26. Air Opening
Hyundai Alternator


2.15.5 MAIN ALTERNATORS Bearings Emergency Cooling
The main bearings of the turbine alternators are of the bracket type and The alternator is equipped with emergency opening facilities which may be
Turbine Alternators those of the diesel generator are of the sleeve type All three are fed from a operated in the case of failure of the cooling system.
forced lubrication system with a lubricating oil cooler. The bearings also have
Maker: Hyundai
temperature sensors which can be monitored from the DCS screen mimic and If the cooling system fails the alternator may be run on reduced load with
Type: HSJ7 717-46E will raise alarms when the temperature set points are exceeded. the emergency ventilation in place. The alternator then runs with natural
Number of sets: 2 ventilation. The temperatures of the windings must be closely monitored
Capacity/rating: 6,600V AC, 3ph, 60Hz, 3,350kW, 366.3A, during running in this condition.
Electrical
4,187.5kVA, 0.8pf, 4 pole, IP44
The alternator output voltage is kept constant by the automatic voltage
Speed: 1,800 rpm Insulation for the Prevention of Shaft Current
regulator (AVR), which regulates the excitation current to the exciter. Output
Heating: 220V, 1,000W power from the stator is fed into a current/voltage compound transformer and To prevent damage to the shaft and bearings from shaft currents, the bearing
Diesel Generator the thyristor regulated output of this is fed through the exciter stator windings. stands of the turbine alternators and diesel generator are insulated from the
The magnetic field in the exciter stator induces AC into the exciter rotor, bedplate.
Maker: Hyundai which is rectified by the rotating three phase bridge connected rectifier set
Type: HSJ5 809-16E and passed to the main rotor DC windings. In this way the AVR proportionally
Number of sets: 1 boosts excitation for heavy loads and reduces it for light loads. This provides
Capacity/rating: 6,600V, 3ph, 60Hz, 3,350kW, 366.3A, 4,187.5kVA a constant output voltage independent of load levels. Initial voltage build-up is
via residual magnetism in the rotor.
0.8pf, 10 pole, IP44
Speed: 720 rpm The AVR transformers and rectifiers are contained within the alternator main
Heating: 220V, 1,000W cover, while the AVR electronic components and the manual voltage regulator
are fitted at the generator panels at the main switchboards. There is a switch
inside the generator panels to change over to the Manual Voltage Regulator
Description (MVR), if required.
Two main steam turbine alternators and one main diesel generator are fitted. The alternators have a pre-excitation facility which can be used in exceptional
They are all of the totally enclosed, cylindrical rotor, self-excited, brushless circumstances if the alternator rotors lose their residual magnetism and do not
type fitted with an integral air to fresh water cooler. automatically excite on running up. This applies 24V DC directly to the exciter
stator to excite the rotor.
Generator cooling is provided by passing air over the integral fresh water
cooler, using a closed circuit air supply. The cooling air temperature can be The current transformers (CTs) used for monitoring and also as current/load
monitored via the DCS system generator screen mimic. The cooler is fitted reference for the Synpol units are also located within the main top cover.
with double-walled tubes to reduce the chances of leakage. The space between
the tubes drains to a chamber where a leak detector will activate an alarm if The electrical power network fed by the generators is designed with
water is detected. discrimination on the distribution system, so that the generator breaker is the
last to open if any abnormalities occur.
Space heaters are fitted which are energised when the generator circuit breakers
are open. These protect against internal condensation during shut down periods. One steam turbine generator normally provides electrical power under normal
There are 6 embedded PT100 sensors fitted to monitor the stator temperature conditions at sea and in harbour, with the diesel generator on standby. During
in each phase winding, 3 are in use and there are 3 spare. These temperatures standbys, manoeuvring or cargo operations, 2 turbine generators should be on
can be monitored from the DCS screen mimics and will raise alarms when the load supplemented by the diesel generator if required.
temperature set points are exceeded.
In any of the above cases where two or more generators are on load, one
The screen mimics are T30-402-01 for the diesel generator and T30-404-01/2 generator has enough capacity to supply the total load after the operation of
for No.1 steam turbine generator and T30-404-03/04 for No.2 steam turbine the preference trips.
generator.


Illustration 2.15.6a Emergency Alternator
IRM: Insulation Resistance Meter

24V
SY: Synchroscope Starting
COS-BT: Bus Tie Control Mode Key Switch Battery
BCS-B1: No.1 Bus Tie ACB Control Switch
COS-CH: Check Synchroniser On/Off Switch
Emergency Generator
Engine Control Panel
ACB Control
127 128 129 136
125 123 121 122
IRM SY COS-M: Bus Tie ACB

A W F V Control Selection Switch
SYS: Synchroscope Selection Switch Emergency Generator
TL ETS: Earth Test Switch ACB
WL1 YL1 WL3 ASL
PHS: Panel Heater Switch
HM TL TL TL: Synchro Lamps 1 2 3 4 5 6 7
WL4 WL5 WL6 ETS
127: Earth Lamp (R) 8 9 10 11 12 13 14
128: Earth Lamp (S)
129: Earth Lamp (T)
136: Panel Heater Lamp Monitoring/Control
SHS STR Battery
ECS COS-A COS-BT COS-M A: Ammeter Charger
EST ESP RS LT
V: Voltmeter
W: Wattmeter
AS-1 GCS BCS FVS-3 VR BCS-B2 BCS-B1 SYS F: Frequency Meter BS ES PS MA
HM: Run Hour Meter
RTS PHS AS-1: Ammeter Selection Switch
FVS-3: Frequency and Voltmeter Selection Switch
ECS: Engine Control Switch - Start/Stop
GCS: Governor Control Switch
BCS: Emergency Generator ACB Switch
COS-A: Control Mode Selection Switch ASL: Alarm Signal Light Unit
SHS: Space Heater Switch EST: Engine Start Pushbutton
STR: Short Circuit Trouble Reset Switch ESP: Engine Stop Pushbutton
Engine Control/ RS: Reset Pushbutton
RTS: Emergency Generator Sequence Test Switch
Alarms/Monitoring LT: Lamp/Bell Test Pushbutton
BYS: ACB UVT Circuit Bypass Key Switch
BS: Bell Stop Pushbutton
CTT: Current Test Terminals
ES: Emergency Stop Button
PTT: Potential Test Terminals PS: Power Source Off/On Switch
121: Generator Run Lamp MA: Manual/Auto Mode Switch
122: ACB Closed Lamp 1 Power Source
123: ACB Open Lamp 2: Auto Start Standby Indication
ACB 125: Space Heater Lamp 3: Running Indication
HAT-16(1600AF) WL1: Ready to Start Lamp 4: Feedback Mode Indication
BYS YL1: Auto Standby Lamp 5: CFW High Temperature Alarm Indication
173 WL3: DC24V Source Lamp Excitation Control 6: LO Low Pressure Alarm Indication
WL4: Control Mode Manual Lamp 7: LO High Temperature Alarm Indication
C.T.T WL5: Control Mode Auto Lamp 8: CFW Low Pressure Alarm Indication
Automatic 9: Tacho Fail Alarm Indication
174 WL6: MCCB Trip Source Alive
Voltage
Regulator Starter Motor
P.T.T
10: Battery Charger Abnormal Indication
11: Start Fail Indication
12: Overspeed Trip
(Instrument Panel Power Reset)
13: LO Low Pressure Trip Indication
Emergency
14: CFW High Temperature Trip Indication
Generator


2.15.6 EMERGENCY ALTERNATOR Manual Operation: Generator Start and Connection onto Emergency Generator Auto Start and Auto ACB Closure onto
Dead Bus Dead Bus
Maker: Leroy Somer
Type: LSA 50.1 M6-4P a) The emergency generator interlocks are normal, the engine is a) The emergency generator interlocks are normal, the engine is
Capacity/rating: 450V, 3ph, 60Hz, 850.4kW, 1,364A, 1,063kVA ready to start. ready to start.
0.8pf, 4 pole, IP44
b) The mode selection switch at the emergency switchboard, b) The emergency generator operation switch is set to AUTO at the
Speed: 1,800 rpm
emergency generator panel is set to MANUAL generator engine control panel.
Rotor weight: 2,500kg
Heating: 220V, 500W c) The emergency generator operation switch is set to MANUAL c) The emergency generator mode selection switch is set to
at the generator engine control panel. AUTO at the generator panel on the emergency switchboard
and the bus tie control mode switch at the synchro panel on the
General Description d) At the engine control panel, the operator presses the ENGINE emergency switchboard is set to NORMAL.
START toggle switch. The emergency generator engine starts
A self-contained emergency diesel generator, rated at 850kW, is fitted in the via its electric starter. d) The main switchboard bus tie breaker opens due to a zero volt
emergency switchboard room on A deck (engine room casing) for use in an situation (440V switchboard blackout).
emergency or in refit. The generator is of the self-excited, brushless type and e) Emergency generator speed >300 rpm. Voltage is established.
can be set for manual or automatic operation. Automatic will be normally The emergency generator running lamp is illuminated. e) The emergency switchboard bus voltage drops to zero, the
selected, with the manual setting being used for testing the generator. emergency generator engine receives a start command.
f) At the generator panel of the emergency switchboard, the
The emergency switchboard is normally supplied from either of the main 440V operator turns the ACB CONTROL switch to the CLOSE f) When the emergency generator speed >300 rpm, the READY TO
switchboards. When automatic mode is selected, the emergency generator is position. The generator ACB closes and the emergency START lamp is switched off. When 95% voltage is established,
started automatically by detecting zero volts on the emergency switchboard generator ACB CLOSED lamp is illuminated. the emergency generator running lamp is illuminated.
busbars. The emergency generator air circuit breaker (ACB) will connect
automatically to the emergency switchboard after confirming the continuation The emergency generator now feeds the emergency switchboard. The generator g) If the emergency switchboard bus voltage is still zero, the
of no-voltage. may also be manually started from the switchboard as follows: emergency generator ACB closes. The emergency generator
ACB CLOSED lamp is illuminated.
The emergency generator is designed to restore power to the emergency a) The emergency generator interlocks are normal, the engine is
switchboard within 45 seconds of zero volts being detected at the emergency ready to start. The emergency generator now feeds the emergency switchboard.
switchboard busbar. The bus tie breakers on the emergency switchboard, which
connect to the main 440V switchboards, are opened automatically when zero b) The mode selection switch at the emergency switchboard,
volts is detected on the switchboards. emergency generator panel is set to MANUAL.
The generator’s automatic voltage regulator (AVR) is fitted within the c) The emergency generator operation switch is set to AUTO at the
alternator terminal cover. There is a potentiometer inside the generator cubicle generator engine control panel.
to enable the voltage to be manually adjusted.
d) At the generator panel of the emergency switchboard, the
The generator ACB’s undervoltage trip (UVT) has an energising key switch operator turns the ENGINE CONTROL switch to the START
fitted inside the generator cubicle which will close the undervoltage trip and position. The emergency generator engine starts via its electric
enable the ACB to be closed under certain fault conditions. starter motor.
The generator is fitted with a space heater to prevent condensation when the The sequence now follows e) and f) as before.
generator is stationary or idling. The heater is interlocked with the generator
ACB.
The generator has sufficient capacity to enable the starting of the required
machinery to power up the vessel from a dead condition.


Illustration 2.15.6a Emergency Alternator
IRM: Insulation Resistance Meter

24V
SY: Synchroscope Starting
COS-BT: Bus Tie Control Mode Key Switch Battery
COS-CH: Check Synchroniser On/Off Switch
Emergency Generator
Engine Control Panel
ACB Control
127 128 129 136
125 123 121 122
IRM SY COS-M: Bus Tie ACB

A W F V Control Selection Switch
SYS: Synchroscope Selection Switch Emergency Generator
TL ETS: Earth Test Switch ACB
WL1 YL1 WL3 ASL
PHS: Panel Heater Switch
HM TL TL TL: Synchro Lamps 1 2 3 4 5 6 7
WL4 WL5 WL6 ETS
127: Earth Lamp (R) 8 9 10 11 12 13 14
128: Earth Lamp (S)
129: Earth Lamp (T)
136: Panel Heater Lamp Monitoring/Control
SHS STR Battery
ECS COS-A COS-BT COS-M A: Ammeter Charger
EST ESP RS LT
V: Voltmeter
W: Wattmeter
AS-1 GCS BCS FVS-3 VR BCS-B2 BCS-B1 SYS F: Frequency Meter BS ES PS MA
HM: Run Hour Meter
RTS PHS AS-1: Ammeter Selection Switch
FVS-3: Frequency and Voltmeter Selection Switch
ECS: Engine Control Switch - Start/Stop
GCS: Governor Control Switch
BCS: Emergency Generator ACB Switch
COS-A: Control Mode Selection Switch ASL: Alarm Signal Light Unit
SHS: Space Heater Switch EST: Engine Start Pushbutton
STR: Short Circuit Trouble Reset Switch ESP: Engine Stop Pushbutton
Engine Control/ RS: Reset Pushbutton
RTS: Emergency Generator Sequence Test Switch
Alarms/Monitoring LT: Lamp/Bell Test Pushbutton
BYS: ACB UVT Circuit Bypass Key Switch
BS: Bell Stop Pushbutton
CTT: Current Test Terminals
ES: Emergency Stop Button
PTT: Potential Test Terminals PS: Power Source Off/On Switch
121: Generator Run Lamp MA: Manual/Auto Mode Switch
122: ACB Closed Lamp 1 Power Source
123: ACB Open Lamp 2: Auto Start Standby Indication
ACB 125: Space Heater Lamp 3: Running Indication
HAT-16(1600AF) WL1: Ready to Start Lamp 4: Feedback Mode Indication
BYS YL1: Auto Standby Lamp 5: CFW High Temperature Alarm Indication
173 WL3: DC24V Source Lamp Excitation Control 6: LO Low Pressure Alarm Indication
WL4: Control Mode Manual Lamp 7: LO High Temperature Alarm Indication
C.T.T WL5: Control Mode Auto Lamp 8: CFW Low Pressure Alarm Indication
Automatic 9: Tacho Fail Alarm Indication
174 WL6: MCCB Trip Source Alive
Voltage
Regulator Starter Motor
P.T.T
10: Battery Charger Abnormal Indication
11: Start Fail Indication
12: Overspeed Trip
(Instrument Panel Power Reset)
13: LO Low Pressure Trip Indication
Emergency
14: CFW High Temperature Trip Indication
Generator


Main Switchboard Power Restoration Emergency Generator Testing -Off Load d) The operator turns the SEQUENCE TEST SWITCH, located
behind the front panel in the emergency switchboard generator
The following is the procedure to manually change the emergency switchboard The generator ACB will not close in this situation. The procedure to test the section, to the ENG & ACB position for at least 5 seconds. The
back to normal supply after the restoration of mains power following a emergency generator engine is as follows: bus tie breaker receives a trip command.
blackout or similar situation. This procedure ensures continuity of supply to
the emergency consumers. a) The emergency generator interlocks are normal, the engine is e) The bus tie breaker undervoltage trip causes the tie breaker to
ready to start. open blacking out the emergency switchboard. Five seconds
a) The emergency switchboard is supplied by the emergency later the emergency generator receives a start signal.
generator. b) The emergency generator operation switch is set to AUTO at the
generator engine control panel. f) When the emergency generator speed >300 rpm, the READY TO
b) The main 440V switchboard(s) recover mains power. The START lamp is switched off. When 95% voltage is established,
emergency switchboard tie breaker is closed at No.1 or No.2 c) The emergency generator control mode switch is set to AUTO the emergency generator running lamp is illuminated.
440V switchboard. at the generator panel on the emergency switchboard.
g) The system confirms that the emergency switchboard is at zero
c) At the emergency switchboard synchronising panel, turn the d) The operator turns the SEQUENCE TEST SWITCH, located volts after 7 seconds and the generator ACB receives a close
SYNCHROSCOPE switch to the No.1 or No.2 BUS TIE behind the front panel in the emergency switchboard generator command.
position. section, to the ENG position. The emergency generator engine
receives a start signal. h) The generator ACB closes and the emergency generator feeds
d) Turn the BUS TIE ACB CONTROL SELECTION switch to the the emergency switchboard. Increase the generator load as
ESBD position. e) When the emergency generator speed >300 rpm, the READY TO required.
START lamp is switched off. When 95% voltage is established,
e) Turn the BUS TIE ACB CONTROL MODE switch to the the emergency generator running lamp is illuminated. i) Run the generator on load for at least 30 minutes.
NORMAL position.
f) Check the generator voltage and frequency. j) Decrease the load to the absolute minimum and open breaker
f) The No.1 or No.2 440V switchboard bus tie breaker will EG1 and close breaker EB1 or EB2. The emergency board will
automatically synchronise with the emergency switchboard and g) When the test is complete, the operator turns the SEQUENCE black out briefly before being fed from the 440V switchboard.
the bus tie breaker ACB closes. TEST SWITCH to the OFF position.
k) Stop the emergency generator manually after 20 minutes by
g) The emergency generator unloads and the ACB opens. The h) Stop the emergency generator manually after 20 minutes by pressing the STOP pushbutton.
emergency switchboard is now supplied from the main pressing the STOP pushbutton.
switchboard.
h) The emergency generator engine automatically stops. Emergency Generator Testing
Ensure the emergency generator is set up for automatic start. The bus tie breaker EB1 or EB2 will open and the emergency switchboard
will black out. The emergency generator will start automatically and the
generator ACB will close to feed the emergency switchboard. The procedure
is as follows:
a) The emergency generator interlocks are normal, the engine is

ready to start.
b) The emergency generator operation switch is set to AUTO at the

generator engine control panel.
c) The emergency generator control mode switch is set to AUTO

at the generator panel on the emergency switchboard.


Illustration 2.15.7a Preferential Tripping
First Stage P-1M-16 Workshop Unit Cooler Second Stage P-HM1-2 No.1 Ballast Pump
Preference Trips Preference Trips
P-1M-18 No.1 MGPS PSU for Scoop System 15 Seconds P-HM1-3 No.2 Ballast Pump
10 Seconds
P-1M-19 MGPS PSU for General SW System PT2 P-HM2-2 No.3 Ballast Pump
PT1
P-1M-21 No.1 Electric Heater Steering Gear Room P-GS1-17 No.1 Fire, Bilge and GS Pump
1 P-1M-27 Provision Refrigeration Fan 2 P-1M-10 Inert Gas Generator Compressor
P-1M-28 No.1 Provision Refrigeration Plant P-1M-11 No.1 Inert Gas Generator Blower
P-1M-29 No.2 Main Air Conditioning Refrigeration Plant P-1M-12 Inert Gas Generator Fuel Oil Pump
P-2M-9 ICCP System Aft P-1M-14 Inert Gas Generator Air Drying Unit
P-2M-10 ICCP System Forward P-2M-12 No.2 Inert Gas Generator Blower
P-2M-11 P1 Panel E/R Workshop Equipment P-GS2-15 No.2 Fire, Bilge and GS Pump
P-2M-13 Galley, Pantry and Laundry Panel G1 P-GS1-17 No.1 Fire, Bilge and GS Pump
P-2M-14 No.2 Electric Heater for Steering Gear Room P-MCS1-1 No.1 Cargo Pump (Starboard)
P-2M-19 No.2 MGPS PSU for Scoop System P-MCS1-2 No.2 Cargo Pump (Starboard)
P-2M-25 No.2 Provision Refrigeration Plant P-MCS1-3 No.3 Cargo Pump (Starboard)
P-2M-26 No.2 Main Air Conditioning Refrigeration Plant P-MCS1-4 No.4 Cargo Pump (Starboard)
P-2M-27 Calorifier Control Panel P-MCS2-1 No.1 Cargo Pump (Port)
P-2M-34 Boiler Test Room Unit Cooler P-MCS2-2 No.2 Cargo Pump (Port)
P-3L-6 Galley, Pantry and Laundry Panel G2 P-MCS2-3 No.3 Cargo Pump (Port)
P-4L-6 Pantry and Laundry Panel G3 P-MCS2-4 No.4 Cargo Pump (Port)
P-GS3A-1 No.1 Main Air Conditioning Fan
P-GS3A-7 No.1 Hose Handling Crane

First Stage Preference Trips
P-GS3A-8 Provision Crane (Port) Are Identified By PT1 On
P-GS3A-11 No.1 A/C Heater Control Panel
A Yellow Nameplate
Second Stage Preference Trips
P-GS3B-1 No.2 Main Air Conditioning Fan Are Identified By PT2 On
A Yellow Nameplate
P-GS3B-6 Provision Crane (Starboard)
P-GS3B-7 No.2 Hose Handling Crane
P-GS3B-10 No.2 A/C Heater Control Panel Emergency

Switchboard
P-P2-4 No.1 Electric Heater for the Bosun's Store Preference Trips EB1 No.1 Main 440V Switchboard
P-P2-7 No.2 Electric Heater for the Bosun's Store EB2 No.2 Main 440V Switchboard
PT-E
P-P2-8 Electric Heater for the Bow Thruster Room
P-P2-9 Electric Heat Tracing Cable
Emergency Switchboard Preference Trips

Are Identified By PT-E On
A Yellow Nameplate


2.15.7 PREFERENTIAL TRIPPING AND SEQUENTIAL
RESTARTING
Preferential Tripping
The power management system matches the generator capacity to the power
requirements of the vessel. However, should an overcurrent occur for any main
generator, non-essential services will be tripped.
If the current on a running generator exceeds 132% of the rated current:

• Turbine generator: 483.6A
• Diesel generator: 483.6A
for a period of 10 seconds, the PMS will initiate the release of the stage 1
preferential trips, thereby providing protection against the overcurrent which
would otherwise trip the ACB.
If the current still exceeds 132% after a further 5 seconds, the stage 2
preferential trips are released.
When normal conditions resume, the above breakers must be manually reset.


Illustration 2.15.7b Sequential Restart : 'A' Pumps
FULL BLACKOUT
(Zero Volts at all Main Switchboards)
TIME STAGE
3 Seconds
Restart Main SW Circulating Pump

TIME TIME
At 26 Seconds Main Condenser Inlet Valve (10V) must be at Stage 9
Emergency Diesel Generator Power is Restored to 10% Open, Moving In The Open Direction For
At 45 Seconds STARTS At 0 Seconds Main Switchboards: The Pump To Start
and Connects to Emergency Switchboard SEQUENCE STARTS
5 Seconds
0 Seconds
Main Diesel Generator Engine Main Condenser SW Supply Valve (110V) Close
No.2 Gas Oil Pump Starts Restart No.1 Main CSW Pump
Auxiliary Condenser SW Supply Valve (111V) Close At 31 Seconds Stage 10
Start Generator Engine No.1 Gas Oil Service Pump If Start Fail, Start No.2 Main CSW Pump
At 0 Seconds Restart Engine Room Supply Fan No.2 Stage 1
Start No.2 W.B. Valve Remocon Hydraulic Pump
Main Diesel Generator Engine Starts Start No.2 Cargo Valve Remocon Hydraulic Pump 3 Seconds
Restart No.1 Steering Gear
3 Seconds Restart No.1 Main Central CFW Pump

At 34 Seconds Stage 11
Main Diesel Generator Connects to Main Switchboard If Start Fail, Start No.2 Main Central CSW
Restart No.1 Cargo Motor Room Supply Fan Pump
Restart Engine Room Supply Fan No.3
4 Seconds
3 Seconds
i)Restart No.1 Main Condenser Vacuum Pump
ii)Restart No.1 Condenser Drain Pump
At 6 Seconds Start Starboard Boiler F.D. Fan (No.1 Fan) Stage 3 At 38 Seconds Stage 12
i)If Start Fail, Start No.2 Main Cond. Vac. Pump
ii)If Start Fail, Start No.2 Cond. Drain Pump
5 Seconds
3 Seconds
Restart No.1 Main Turbine Auxiliary LO Pump.
At 11 Seconds If Start Fail, Start No.2 Main Turbine Auxiliary LO Stage 4 i)Restart No.1 Aux. Cent CFW Pump
Pump ii)Restart No.1 Aux. Cent CFW Booster Pump
iii)Restart No.1 Boiler Seal Air Fan
2 Seconds iv)Restart No.1 Stern Tube LO Pump
At 13 Seconds Start Port Boiler FD Fan (Standby Fan) Stage 5 i)If Start Fail, Start No.2 Aux Cent CFW Pump
ii)If Start Fail, Start No.2 Aux Cent CFW
Booster Pump
5 Seconds iii)If Start Fail, Start No.2 Boiler Seal Air Fan
iv)If Start Fail, Start No.2 Stern Tube LO Pump
Restart No.1 Control Air Compressor
i) Restart No.1 Control Oil Pump 3 Seconds
ii) Restart No.1 Main Condenser Pump Stage 6
At 18 Seconds
i) If Start Fail, Start No.2 Control Oil Pump Restart No.1 B.O.G. Extraction Fan
ii) If Start Fail, Start No.2 Main Condenser Pump At 44 Seconds Stage 14
If Start Fail, Start No.2 B.O.G. Extraction Fan
Restart Main Turbine Gland Exhaust Fan
2 Seconds 3 Seconds
At 20 Seconds Restart No.1 Engine Room Supply Fan Stage 7

At 47 Seconds Restart No.1 Engine Room Exhaust Fan Stage 15
3 Seconds
Restart No.1 Boiler Fuel Oil Pump Stage 8

At 23 Seconds If Start Fail, Start No.2 Boiler Fuel Oil Pump
Sequence Complete Stage 18


Sequential Restart
Illustration 2.15.7c Sequential Restart: 'B' Pumps
The DCS system will automatically restart the required machinery to restore
power to the vessel. To fulfil this requirement, the diesel generator and the
FULL BLACKOUT
two 440V main switchboard tie breakers, LB1 and LB2, must be left in the (Zero Volts at all Main Switchboards)
automatic mode. TIME TIME STAGE
5 Seconds
Power is Restored to
Restart No.2 Main CSW Pump
At 0 Seconds Main Switchboards:
The essential machinery is started automatically according to the sequence SEQUENCE STARTS
If Start Fail, Start No.1 Main CSW Pump
shown on the right. The sequence is started when power is restored to BOTH
440V main switchboards. 0 Seconds
3 Seconds
Main Condenser SW Supply Valve (110V) Close
When both 440V switchboards are supplied, the blackout condition is cleared At 0 Seconds
Auxiliary Condenser SW Supply Valve (111V) Close
Start Generator Engine No.2 Gas Oil Service Pump
Stage 1
Restart No.2 Main Cent. CFW Pump
and the ‘restart after blackout sequence’ is initiated. Restart Engine Room Supply Fan No.1 At 31 Seconds If Start Fail, Start No.1 Main Cent. CSW Pump Stage 10
Restart No.2 WB Valve Remocon Hydraulic Pump
Restart No.2 Cargo Valve Remocon Hyd. Pump
The restart sequence is usually left enabled, however, the operator may disable Restart No.2 Steering Gear 4 Seconds
the sequence from the SWITCHBOARD CONTROL screen mimic, T30-401- i)Restart No.2 Main Condenser Vacuum Pump
3 Seconds ii)Restart No.2 Condenser Drain Pump
01. If the sequence is disabled, an ‘auto start sequence disabled’ alarm is raised. At 35 Seconds Stage 11
Once under way, the restart sequence may be halted by the operator from the At 3 Seconds
Restart No.2 Cargo Motor Room Supply Fan
Restart Engine Room Supply Fan No.4 Stage 2
i)If Start Fail, Start No.1 Main Cond. Vac. Pump
ii)If Start Fail, Start No.1 Cond. Drain Pump
DCS screen. The sequence is automatically halted in the case of another
3 Seconds
blackout. 2 Seconds
i)Restart No.2 Aux. Cent CFW Pump
ii)Restart No.2 Aux. Cent CFW Booster Pump
Once the restart sequence has started it may be stopped in one of two ways: At 5 Seconds Start Starboard Boiler F.D. Fan (Standby Fan) Stage 3 At 38 Seconds iii)Restart No.2 Boiler Seal Air Fan Stage 12
iv)Restart No.2 Stern Tube LO Pump
1. Manually cancelled by an operator from the DCS screen mimic 5 Seconds i)If Start Fail, Start No.1 Aux Cent CFW Pump
ii)If Start Fail, Start No.1 Aux Cent CFW
number T30-401-05 Restart No.2 Main Turbine Auxiliary LO Pump Booster Pump
iii)If Start Fail, Start No.1 Boiler Seal Air Fan
At 10 Seconds Stage 4 iv)If Start Fail, Start No.1 Stern Tube LO Pump
If Start Fail, Start No.1 Main Turbine Auxiliary LO
2. Another blackout occurring during the sequence Pump
3 Seconds
Less important motors that were selected for duty before the blackout will 2 Seconds Restart No.2 B.O.G. Extraction Fan
be automatically returned to duty when power is restored. Similarly, motors Start Port Boiler FD Fan (No. 2 Fan)
At 41 Seconds If Start Fail, Start No.1 B.O.G. Extraction Fan Stage 13
selected for standby will automatically return to standby. If the machinery
designated for duty does not restore normal system conditions, such as pressure, 5 Seconds 3 Seconds
within a preset time, the standby motor will cut in automatically. If power is Restart No.2 Engine Room Exhaust Fan
only restored to the emergency switchboard, motors whose supply is from the Start No.2 Control Air Compressor
i) Restart No.2 Control Oil Pump At 44 Seconds Stage 14
emergency switchboard will start irrespective of any previous selection. ii) Restart No.2 Main Condenser Pump
i) If Start Fail, Start No.1 Control Oil Pump
ii) If Start Fail, Start No.1 Main Condenser Pump
Sequence Complete Stage 18

3 Seconds
Restart No.2 Boiler Fuel Oil Pump

If Start Fail, Start No.1 Boiler Fuel Oil Pump
3 Seconds
Restart Auxiliary SW Circulating Pump



Illustration 2.15.8a Emergency Battery Charging and 24V Distribution Battery Charger/24V DC Distribution Board: Electrical Equipment Room
Transformer/Rectifier/Battery Charger Alternative Supply

From Emergency Panel E2
440V from (Relay Controlled)
P-EM-13 24V Consumers
Emergency
V Feeder Panel 15A P-DC-1 Temporary Light: Navigation Locker
Q4 F7
T6 A 315A V A 15A P-DC-2 Temporary Light: Accommodation
440/220V 15A
Manual P-DC-3 Temporary Light: Accommodation
Mains UPS Bypass
170A 170A 15A P-DC-4 Temporary Light: Accommodation
3 x 440V, PE, 60Hz K1 Output
Pre Fuse 230V, 60Hz, 15kVa 15A P-DC-5 Temporary Light: Accommodation
Q4 3ph
3 x gL50A
Q2 15A P-DC-6 Temporary Light: Accommodation
Rectifier Inverter 15A
F1 P-DC-7 Temporary Light: Accommodation
Battery
80A Room 15A P-DC-8 Temporary Light: Accommodation
49Ah El. Bypass Nue V
NiCad 15A P-DC-9 Temporary Light: Accommodation
Batteries 5A
A P-DC-10 A.I.S - Not Installed
No.1 No.2
100A P-DC-11 Engine Room 24V DC Distribution Board
Battery Battery
Hz 24V 400AH 24V 400AH P-DC1-1 Temporary Light for the Engine Room
P-DC1-2 Temporary Light for the Engine Room
15A P-DC1-3 Temporary Light for the Engine Room
P-DC-23 Autopilot Dual AC Adaptor
P-DC1-4 No.1 Generator Local Control Panel
40A - F21 - Cargo Control Room Consol 15A P-DC1-5 No.1 450V Switchboard
P-DC-24 Common Battery Telephone System
P-DC1-6 No.2 Generator Local Control Panel
Engine Control Room Console - F22 - 40A 15A
P-DC-25 INS/ECDIS Systems P-DC1-7 Steering Gear Oil Monitoring Panel
40A - F23 - FCS Cargo Port P-DC1-8 Elevator Control Panel
15A
P-DC-26 Magnetic Fire Doors Relay Module P-DC1-9 Engine Room Miscellaneous Control Panel
EXP Cargo Starboard - F24 - 40A
15A P-DC1-10 No.2 450V Switchboard
40A - F25 - FCS Cargo Starboard P-DC-27 Satcom-B Power Supply Unit
P-DC1-11 No.1 3.3kV Cargo Switchboard
FCS Port Boiler Management System - F26 - 40A 15A P-DC1-12 No.2 3.3kV Cargo Switchboard
P-DC-28 Satcom-M Main Unit
40A - F27 - FCS Port Boiler P-DC1-13A No.1 Boiler Mass Flow Meter Transmitter
15A
P-DC-29 Bridge Watch Safety Electronic Unit P-DC1-13B No.2 Boiler Mass Flow Meter Transmitter
FCS Port Machinery - F28 - 40A P-DC1-14 Diesel generator Room Damper Control Panel
15A
40A - F29 - FCS Starboard Machinery P-DC-30 Bridge Wing Console (Port) P-DC1-15 IS Barrier Panel for Level Switches
FCS Starboard Boiler Management System - F30 - 40A 15A P-DC1-16 Fire Detector Module
P-DC-31 Bridge Wing Console (Starboard)
40A - F31 - FCS Starboard Boiler P-DC1-17 Fire Detector Module JB
15A
P-DC-32 Navigation Light Indication Panel P-DC1-18 Fire Timer
Spare - F32 - 40A
15A P-DC1-19 Boiler Local Gauge Board
40A - F33 - Spare P-DC-33 Engineer's Call/Talkback Main Unit P-DC1-20 High Ex. Foam Main Control Panel
Spare - F34 - 40A 15A P-DC1-21 No.1 3.3kV Main Switchboard
P-DC-34 DGPS Equipment
40A - F35 - Spare 15A P-DC1-22 No.2 3.3kV Main Switchboard
P-DC-35 Safety Cabinet for Ship/Shore Link P-DC1-23 ECR Console
R - DCS UPS Spare - F36 - 40A
20A P-DC1-24 Shaft Earthing Device E/R Floor Deck
L - DCS UPS C - Ship Management System - F36 - 40A 40A - F37 - R - DCS UPS Spare P-DC-36 Damper Control System Control Panel
P-DC1-25 Spare
40A - F37 - L - DCS UPS C - Cargo 15A
P-DC-37 Refrigerated Rooms Alarm System P-DC1-26 Spare
R - DCS UPS Spare - F38 - 40A 20A P-DC1-27 Spare
L - DCS UPS Radio Paging - F38 - 40A P-DC-38 Multi Distribution
20A - F39 - Repeater YCB512 10A 40A
P-DC-39 Bridge Alarm Electric Unit P-DC-12 Bridge Control Console
Spare - F40 - 20A 10A 15A
20A - F41 - Spare P-DC-41 Cargo Tank Ind. Level Alarm Unit P-DC-15 Automatic Telephone Exchange
10A 20A
Cargo Control Consol - F42 - 20A P-DC-42 Cargo Tank Ind. Level Alarm Unit P-DC-16 Main Turbine Remote Control Panel
32A - F43 - 24V DC C - Cargo 40A 25A
P-DC-43 Central Control Console P-DC-18 Public Address and Talkback System
24V DC Starboard - Machinery - F44 - 32A
10A 15A
32A - F45 - 24V DC Port - Machinery P-DC-44 Satcom-B Extension Alarm Buzzer P-DC-19 Autopilot Terminal Unit
Spare - F46 - 32A 20A 15A
P-DC-45 Junction Box in Captain's Cabin P-DC-20 Electric Clock
10A 15A
Simplified Connection Diagram P-DC-46 Emergency Switchboard P-DC-21 Hospital Alarm System
5A 15A
P-DC-47/49 Spare P-DC-22 Autopilot Dual AC Adaptor


2.15.8 UNINTERRUPTIBLE POWER SUPPLY (UPS) AND The 24V emergency system consists of a battery distribution board backed The general use UPS unit has meters mounted on the front panel to monitor
BATTERY SYSTEMS up by two separate 24V batteries. The 24V batteries are located in the battery the following:
room and the distribution board is located in the electrical equipment room.
• Rectifier voltage
The vessel’s essential consumers are fed from an Uninterruptible Power The batteries are normally on a floating charge with the rectifier supplying the
Supply (UPS) unit located in the low voltage switchboard room. The following load. In the event of mains failure, the batteries supply an inverter which then • Rectifier current
consumers are fed from the UPS unit as follows: supplies AC voltage to the consumers. The charger has a facility to adjust the • Output voltage
charging voltage. This, however, should not be altered once the charger has
• The emergency battery charger/24V DC system, located in the • Output current
been commissioned. While the storage batteries are fully charged, they are
electrical equipment room.
subjected to a floating charge. In this condition, the charger supplies the 24V • Output frequency
• The radio/GMDSS equipment. These are backed up by a consumers. A constant voltage is applied to the battery, regardless of any load,
dedicated GMDSS battery/UPS system. power or temperature variation and the charging current varies according to the The charger is fitted with a battery voltage monitoring facility which will raise
• The emergency generator starter. A separate 24V battery and charged state, maintaining the battery in a fully charged condition. an alarm if the battery voltage moves above or below a preset level or the
charger system is provided for the emergency generator starting battery current rises above a preset level. The unit is also fitted with mains
arrangements. If the batteries have been on load due to a power failure, on restoration of the failure, UPS failure, battery discharge and NUE failure alarms. The unit also
power supply the battery charger is automatically transferred to an equalising remotely indicates mains and inverter operation via the DCS system.
• The DCS system is fed from other UPS units (L and R, these charge and this rapidly charges the batteries. As soon as the batteries become
systems are described in section 3.1). The respective battery fully charged, it reverts to a floating charge. The charge performed after the The UPS charger is a fully automatic charging device which automatically
lockers for the UPS are the starboard side of G deck for the recovery from a power interruption is controlled by the automatic control charges the storage batteries. The inverter and batteries may be manually
L-DCS-UPS and starboard side of the 2nd deck for the R-DCS- system, which protects the batteries and charging circuits from excess current. bypassed in the event of an inverter failure or for specific maintenance.
UPS. When an earth is present on an outgoing circuit, the earth leakage alarm will
• The general use 230V AC UPS system feeds essential equipment sound. Operation of the earth test pushbutton will cause one earth lamp to
Emergency Generator Starting Batteries
in the ECR and CCR. glow bright and the other earth lamp to dim. Careful isolation of the outgoing
circuits (mindful of essential consumers), will locate the faulty circuit, the These batteries are charged from a bulkhead-mounted battery charger located
The general use UPS system and the battery charger/24V DC distribution board lamps returning to equal brilliance and the alarm clearing once the faulty in the emergency generator room. The 24V charger is fitted with an ammeter
are shown with their consumers in illustration 2.15.8a above. The UPS unit circuit is isolated. An earth insulation meter is also fitted on the cabinet door. and voltmeter to monitor the charging supply.
ensures a smooth uninterrupted transition to a battery backed power supply in
the event of a failure of the vessel’s main or emergency supplies. The charger is automatic in operation with floating and equalising charging
General Use UPS
modes, indicated by lamps on the front panel. If the battery is discharged, the
Maker: Benning charger automatically transfers to the equalising mode and rapidly charges the
Battery Charger/24V DC Distribution Board battery. As soon as the battery becomes fully charged, it reverts to a floating
Rating/capacity: 15kVA
Charger Board Type: WPE charge. The charge performed after the recovery from a power interruption
Maker: Seun Electric Co. Ltd is controlled by the automatic control system, which protects the battery and
Output voltage: 230V
charging circuits from excess current. The mode may also be manually selected
Rating DC 24V continuous
via a toggle switch inside the front panel. The charger is fitted with a battery
Type: Thyristor controlled Batteries low voltage alarm which will raise an alarm via the emergency generator local
Output voltage: DC 24V (total) Maker: Sintec control panel in the event of any abnormal conditions. Charger failure alarms
Voltage (maximum): 30.8V Rating/capacity (total): 290V 65Ah are also raised via the generator control panel.
Voltage (minimum): 21.6V Type: Nicad, alkaline, sealed
Model: KH65P Maintenance
Batteries Total number of cells: 200 The boards and chargers are designed for continuous operation and are
Maker: KI-HO Total Engineering practically maintenance free. However, the units should be kept clean and
Rating/capacity (each): 24V 400Ah dry and a visual inspection of connection integrity, cable condition etc, made
L-DCS Batteries once a year. At this time the charging voltages should be checked using a high
Type: Nickel cadmium sealed maintenance free
quality digital voltmeter. All batteries should be kept clean and dry. The battery
Model: KPL-400PE Rating/capacity: 77Ah
poles and connections must be kept covered with acid free vaseline. The cell
Voltage (nominal): 1.2V per cell 24V (total) Type: SBH-77 voltages should be checked and logged once a month and the connection
Voltage (maximum): 1.55V Output voltage: DC 220V terminals checked for tightness once a year.
Voltage (minimum): 1V
Total number of cells: 40, 2 sets of 20


Illustration 2.15.9a Cathodic Protection System
Forward Power Supply

Unit 440V AC, 150A, 24V DC
- Bosun's Store
Engine Room
Equipment Location 75A Anodes

250A Anodes Remote Reference Electrode Aft Power Supply Unit Located at Reference Electrodes
Located at Frame Monitoring Located at Frame 440V AC, 500A, 24V DC Frame141 Located at
35.5 Port and Starboard Panel 49.5 Port and Starboard Port and Starboard Frame 156 0 250
Port and Starboard mV
DCS
Anode Reference Cell Monitoring Panel Anode Reference Cell Shaft Millivolt
Monitoring Brushes
(Insulated From
Earth/Mounting)
JB JB JB JB
440V AC Supply Central Shaft Earthing

From No.2 440V Alarm System Brushes
Switchboard
P2 M9
Propeller Shaft
Aft Power Forward
Supply Power
440V AC Supply
Unit Supply
From No.2 440V
Unit
Switchboard
P2 M10 Copper Slip Ring
JB JB JB JB
Anode Reference Cell Anode Reference Cell Propeller Shaft Earthing

System Wiring and Monitoring Assembly
Control Panel Shown Forward of Lift Shaft on 4th Deck


2.15.9 CATHODIC PROTECTION SYSTEM Principle of Operation Propeller and Rudder Stock Earthing
Protection is achieved by passing low voltage DC current between the hull To avoid electrolytic corrosion of the propeller shaft, a slip ring is clamped
Maker: Korea Cathelco metal and anodes, insulated from the hull, but in contact with the sea water. to the shaft and is earthed to the hull via brushes. A second set of brushes,
Type: Impressed current The electrical potential of the hull is maintained more negative than the insulated from earth, monitors the shaft mV potential and this signal is fed to a
Power supply: AC 440V, 60Hz, anodes, ie, cathodic. In this condition corrosion is minimised. Careful control millivolt meter. To ensure efficient bonding, the slip ring should be cleaned on
is necessary over the flow of impressed current, which will vary with the ship’s a regular basis. The shaft potential value should ideally remain below 75mV.
The vessel is provided with an Impressed Current Cathodic Protection speed, salinity and temperature of the sea water and the condition of the hull
(ICCP) system. This method of corrosion protection automatically controls paint work. If the potential of the hull is made too negative with respect to The rudder stock is also earthed for protection via a 70mm2 flexible earth cable
electrochemical corrosion of the ship’s hull structure below the waterline. the anode, then damage to the paint film can occur electrolytically or through between the deckhead and rudder stock to minimise any electrolytic potential
Cathodic protection can be compared to a simple battery cell, consisting of two the evolution of hydrogen gas between hull steel and paint. The system on across the bearings and bushes.
plates in an electrolyte. One of the battery plates in the electrolyte will waste this vessel controls the impressed electrical current automatically to ensure
away through the action of the flow of electrical current, if the two battery optimum protection. Current is fed through titanium anodes situated port
Routine Checks
electrodes are connected electrically. When two metals are immersed in sea and starboard on the ship. The titanium prevents the anodes themselves from
water, which acts as the electrolyte, one of the metals acts as the anode and corroding and the surfaces are streamlined into the hull. Fixed zinc reference • Record the output current and all voltages on a daily basis
will waste away. Which metal, in any pair, acts as the anode depends upon their electrodes, port and starboard, are used to compare the potential of the hull with
that normally found between unprotected steel and zinc electrodes. Sufficient • Check the reference electrode voltage on a daily basis
relative positions in the electrochemical series but steel will act as an anode to
copper, brass or bronze. The strength of the electric current generated in the current is impressed via the anodes to reduce this to a level of between 150 • Check and clean the propeller shaft slip ring and brushes every
corrosion cell, and hence the rate at which wastage takes place, depends upon and 250mV. week
the metals involved and the strength of the electrolyte. • Inspect the rudder stock earth strap every month
Operation
If a third electrode is added to the cell and current is forced to flow, the third • Return completed log sheets to the manufacturer for scrutiny
electrode acts as the cathode and the old anode will act as the new cathode. Once the unit is switched on, the unit’s transformer rectifier converts the every month
This is how an impressed current cathodic protection system functions. When a ship’s 440V AC supply to a low voltage, finely controlled DC current. The DC
• Inspect and clean the power supply unit cooling fans and grills
vessel is fitted with ICCP, the hull steel is maintained at an electrical potential positive is connected to the anodes and the DC negative is connected to the
every three months
more negative that the surrounding sea water. For this reason, loading and ship’s hull. The system is completely automatic in normal use. In the normal
discharging terminals normally comply with the ISGOTT Recommendation operating mode the display will show the following readings:
The anodes and reference cells must be externally inspected every dry dock
20.6, Earthing, Bonding and Cathodic Protection. This states, referring to IMO • Anode current and voltage period. The anodes are fitted with an insulating shield cover to prevent
recommendations for the safe transport, handling and storage of dangerous excessive local over-protection and the condition of this shield must be closely
• Reference cell millivolt reading
substances in port areas, that ship shore bonding cables should be discouraged. inspected at this time.
Hence, high currents that can occur in earthing cables and metallic connections
The system should be regularly monitored and the readings taken once a day.
are avoided. These are due to potential differences between ship and terminal Detailed instructions are available in the manufacturer’s manual.
The monitoring unit has a changeover switch to enable the display of the
structure particularly due to the residual potential difference that can exist for
forward or aft system readings.
up to 24 hours after the shipboard ICCP has been switched off. These terminals
usually utilise insulating flanges on hose connections to electrically isolate the Sacrificial Anodes
ship and terminal structure. During preparations for berthing at terminals where Electrical Installation The areas of the hull shielded from the hull face, such as the thruster tunnel,
such insulation is not employed, or where earth connections are mandatory by The system consists of a monitoring panel and two power supply units. The rudder and sea water intakes, receive only limited protection from the ICCP
local regulation, or when bunker barges come alongside, the ICCP should be power supply units, one forward and one aft, are wired to port and starboard system. These areas are therefore fitted with separate sacrificial anodes.
switched off at least 24 hours in advance. reference electrodes and port and starboard anodes. The monitoring unit is Several sacrificial zinc anodes are provided within the water ballast tanks
also equipped with facilities to raise an external alarm to give warning of any including the fore peak tank.
Fresh Water Operation system abnormalities, via the main DCS system.
When the vessel enters a river estuary, the fresh or brackish water may limit
The forward system is fed from No.2 440V switchboard feeder section, via
the spread of current from the anodes, due to the higher resistance of the water.
breaker number P-2M-10.
Normally, the voltage output increases to compensate for this and would be
accompanied by very low current levels and the reference electrode potentials
The aft system is fed from No.2 440V switchboard feeder section, via breaker
may indicate under-protection. However, in this system, the output is adjusted
number P-2M-9.
automatically and the system returns the hull to the optimum protection level
when the vessel returns to sea water.

2.16 Accommodation Systems
2.16.1 Domestic Refrigeration System
2.16.2 Accommodation Air Conditioning Plant
2.16.3 Auxiliary Air Conditioning Plant
2.16.4 Engine Control Room and Main Switchboard Room Air Conditioning Units
2 16.5 Workshop and Boiler Water Test Room Air Conditioning Units
2 16.6 Incinerator and Garbage Disposal
Illustrations
2.16.1a Domestic Refrigeration System
2.16.2a Accommodation Air Conditioning Plant
2.16.3a Auxiliary Air Conditioning Plant
2.16.4a Engine Control Room and Main Switchboard Room Air Conditioning Units
2 16.6a Incinerator System


Illustration 2.16.1a Domestic Refrigeration System
Key
Refrigerant Gas
Refrigerant Liquid
Lubricating Oil
To/From Provisions Storage Rooms
Fresh Water
Electrical Signal
Instrumentation
Vent to Open Air
ENGINE ROOM
DPS PI PT PI PI PT PI DPS
Oil Oil
Separator Separator
PT PT
Compressor Compressor
Purging Purging
PS PI TI TI PI PS
To/From Fresh Provisions Refrigeration Provisions Refrigeration To/From Fresh

Water Cooling Condenser No.2 Condenser No.1 Water Cooling
System (2.8.1a) System (2.8.1a)
TI TI
Liquid Charge Valve Liquid Charge Valve


2.16 ACCOMMODATION SYSTEMS The refrigerating room evaporator is equipped with a timer controlled electric The domestic refrigeration DCS screen T30-414-01 provides supervisory
defrosting element. The frequency of defrosting is chosen by means of a timed information concerning the refrigeration plant, but it exercises no control. The
2.16.1 DOMESTIC REFRIGERATION SYSTEM defrosting relay built into the starter panel. refrigeration plant only operates on local control from its own control panel.
The DCS display indicates room temperatures and the refrigeration plant in
Maker: York Refrigeration Under normal conditions one compressor/condenser unit is in operation, with use.
the other ready for manual start up, with all valves shut until required.
Type: Direct expansion, R404A
A personal alarm pushbutton is located in the lobby and the alarm from this is
Compressor During the initial cooling operation, two condensing units may be used, with indicated on the DCS display.
full opening of the refrigerant line valves, to ensure rapid achievement of the
Maker: York Refrigeration desired temperature. The compressor draws R404A vapour from the cold room
No. of sets: 2 cooling coils and pumps it under pressure to the condenser which is cooled by Operating Procedures
Model: CMO24 water circulating from the central fresh water cooling system, see section 2.8.1. Refrigeration Plant
Type: Single stage six cylinder reciprocating, air cooled The gas is condensed in the condenser to become a liquid.
Drive motor: 25kW The liquid refrigerant is returned through a dryer unit and filter to the cold a) All stop valves, except the compressor suction valve in the
room evaporators. refrigerant line, should be opened and fully back seated to
prevent the pressure in the valve reaching the valve gland.
Condenser
The compressors are protected by high pressure, low pressure and low
Maker: York Refrigeration lubricating oil pressure cut out switches. b) Check that the compressor oil level is correct.
Model: CRKC 272366
Type: Fresh water cooled shell and tube A thermostat in each room enables a temperature regulating device to operate c) Check the quantity of refrigerant charge. With the system shut
the solenoid valves independently, thus reducing the number of starts required down, gas should be pumped to the condenser and the quantity
No. of sets: 2 of gas can be observed in the sight glass.
and the running time of the compressor.
The evaporators accept the refrigerant, as a supercooled vapour, from their d) Start a central FW cooling pump if it is not already operating.
Introduction
expansion valves. The opening of the expansion valve is controlled by the Open the condenser cooling water inlet and outlet valves (see
The plant is situated on the port side aft on the 2nd deck level. The temperature in the particular chamber serviced by the evaporator. This vapour section 2.8.1) and supply cooling water to the condenser.
refrigeration plant is automatic in operation and consists of two reciprocating is heated as it passes through the evaporator and the hot vapour is then
piston type compressors, two condensers and an evaporator coil in each of returned to the compressor through the non-return valves. e) Purge air completely from the cooling water system by opening
the refrigerating rooms. the air purger on top of the condenser or the air purging valve on
The solenoid valves at the air coolers (evaporator units) are opened and closed the pipeline. Check the compressor’s smoothness by manually
Details of the refrigerated rooms covered are as follows: by the room thermostats allowing refrigerant gas to flow to the evaporator turning it over.
when open. With the solenoid valves closed, no gas flows to the evaporators
Compartment Volume Temperature and so no gas flows back to the compressor suction and the low pressure f) Start the compressor on automatic operation.
Meat room 51.2m3 -25°C switch will stop the operating compressor.
Deep freeze room 36.5m3 -25°C g) Adjust the suction stop valve gradually until fully open.
Vegetable room 36.5m3 +1°C Any leaks of refrigerant gas from the system will result in the system
becoming undercharged. The symptoms of the system undercharge will be The compressor will operate but will stop automatically due to the low
Dairy room 33.4m3 +3°C
low suction and discharge pressures with the system eventually becoming pressure cut-out as no gas is flowing in the system.
Lobby 42.2m3 +3°C
ineffective. Bubbles will appear in the liquid gas flow sight glass.
Cooling for the refrigerated rooms is provided by a direct expansion R404A Checklist During Operation
When required, additional refrigerant can be added through the charging
system. Liquid R404A gas is passed to the evaporator coils in the rooms and
line, after first venting the connection between the refrigerant bottle and • Check the inlet and outlet pressure gauges
the expansion valve regulates the amount of gas flowing to the evaporator in
the charging connection, in order to prevent any air in the connection pipe
accordance with the current room temperature. The gas expands through the • Check the compressor oil level
entering the system.
expansion valve and extracts heat from the evaporator over which air from the
room is passed. Air in the cold rooms is circulated through the evaporator coils • Check the system for gas leakages
The added refrigerant is dried before entering the system. Any trace of
by electrically driven fans. The supply of refrigerant to the expansion valve is
moisture in the refrigerant system will lead to problems with the thermostatic
regulated by means of a solenoid valve in the supply line.
expansion valve icing up and subsequent blockage.


Procedure for Putting the Cooler Rooms into Operation f) When the coil surface temperature has gone below the freezing g) Balance the pressure in the evaporators at 0.07 to 0.15bar gauge
point, the fan in the refrigerating room starts. maximum. This can be obtained by opening the liquid line
a) Open the refrigerant supply to one refrigerated room. valves back to the condenser from the liquid receiver.
The system is now back on the refrigerating cycle again. If the defrosting is
b) Open the refrigerant gas return valves from the refrigerated not completed at the expiration of the defrosting period, a new defrosting cycle
rooms. will commence.
c) The thermostatic expansion valves will regulate the flow of gas System Running Checks to be Carried Out at Regular Intervals
to the evaporators. The system will operate automatically with
the compressor stopping due to the low pressure cut-out when • Check the lubricating oil level in the crankcase.
the return gas flow has reduced because the expansion valves
• Check the moisture indicators on the gas flow system.
are closed or the temperature controlled solenoid valve has
closed. • Check the suction and discharge pressure and temperature. Any
unusual variations should be investigated.
d) Open the refrigerant supply valves to the other refrigerated • Check all the room temperatures and evaporation coils for any
rooms until all rooms are in operation. As each room is put sign of frosting.
into service, check the operation of the compressor and the
system, to ensure that the room temperature is falling and that • Check for leaks if the level of gas in the system appears to
no refrigerant gas is being lost from the system. have fallen.
Procedure for Defrosting the Refrigerating Room Evaporator Procedure for Stopping the Plant for a Short Period
The evaporators and drip trays in the refrigerating rooms are fitted with a) Close the liquid supply line valve to the evaporator for 5
electrical defrosting equipment. The frequency of defrosting is chosen by minutes before stopping the plant.
means of a defrosting relay built into the starter panel. The defrosting
sequence is automatic and as follows: b) When the compressor stops on the low pressure cut-out, press
STOP on the control panel.
a) The compressor stops and all the solenoid valves in the system
close. c) When the compressor has stopped, close the suction and
discharge stop valves.
b) The fans in the freezer rooms (deep freeze and meat) stop
working but the fans in the cooling rooms continue the
circulation of the warm air over the coolers, thus keeping the
Procedure for Stopping the Plant for a Long Period
cooling surfaces free from ice.
a) Close the main stop valve after the condenser to evacuate the
evaporators.
c) The electrical heating elements in the refrigerating room are
switched on.
b) Allow the temperature to rise in the evaporators.
d) As long as the coolers are covered with ice, the melting takes
c) When the suction pressure is slightly above atmospheric, stop
nearly all of the heat supplied and the temperature of the
the compressor and close the suction and discharge stop valves.
cooler and the refrigerant is constantly kept near zero. When
The liquid refrigerant gas will be stored in the condenser.
the ice has melted, the refrigerant temperature rises in the
freezer room. When the temperature reaches the set point
d) Stop the condenser cooling water, shut the valves and drain the
(approximately +10°C) of the defrosting thermostat, the heating
water space of the condensers.
elements are switched off.
e) Switch off the main and control circuit electrical supplies.
e) The compressor restarts.
f) Examine the system for leaks by using a gas leak detector.


Illustration 2.16.2a Accommodation Air Conditioning Plant
Recirculated Air Key Recirculated Air
To To
Accommodation Refrigerant Gas Accommodation
Air Handling Unit No.2 Air Handling Unit No.1
Refrigerant Liquid
Lubricating Oil
Fresh Air Saturated Steam

Fresh Air
Fresh Water
Electrical Signal
To Engine S S To Engine
Room Instrumentation Room
Humidity Control
From
6bar Steam
System
Vent to Open Air

SCV65
SCV125
Unit 2 Unit 1
T P T P
HT LT OT HP LP OP HT LT OT HP LP OP
Oil Oil
Oil Separator Oil Separator
Separator Separator
HP HP
LP LP
Oil Purifier Oil Purifier
S Compressor S S Compressor S
S EVR S EVR
10 10
BMSL BMSL
Purging 12 Purging 12
PS PI
PS PI
TI TI TI TI
Condenser No.2 Condenser No.1

W15V W14V
From/To Fresh From/To Fresh

Water Cooling Water Cooling
Liquid Charge Valve Dryer ENGINE ROOM Liquid Charge Valve Dryer


2.16.2 ACCOMMODATION AIR CONDITIONING PLANT Humidification of the air is arranged with automatic control and the humidistat If the system does become undercharged, the whole system pipework should
HMH is fitted at the outlet part of the AHU. be checked for leakage. The only reason for an undercharge condition after
Compressors operating previously with a full charge is that refrigerant is leaking from the
The air is forced into the distribution trunking which supplies the system. When required, additional gas can be added through the charging
Maker: York Refrigeration accommodation. Air may be drawn into the system either from outside or line, after first venting the connection between the gas bottle and the charging
No. of sets: 2 from the accommodation via the recirculation trunking. With heating or connection. The added refrigerant is dried before entering the system.
Model: SMC 116S cooling coils in use, the unit is designed to operate on 52% fresh air supply.
The ratio of recirculation air may be varied manually using the damper in the Any trace of moisture in the refrigerant will lead to problems with the
Type: Direct coupled 16 cylinder reciprocating R404A
inlet trunking. The inlet filters are of the washable mat type and preheating of thermostatic expansion valve icing up and subsequent blockage.
Cooling capacity: 601kW the air is provided by coils supplied with steam from the ship’s 6.0 bar steam
Motor: 175kW system or electric heating elements. The humidifier nozzles are supplied with Cooling water for the condenser is supplied from the central fresh water
steam from the ship’s 6.0 bar steam system. cooling system (see section 2.8.1.).
Condensers Cooling is provided by a direct expansion R404A system which is situated Air is circulated through ducting to outlets in the cabins and public rooms.
Model: RHUH 4127 on the port side of the 2nd deck level. The plant is automatic and consists The air flow through the outlets can be controlled at the individual outlets.
No. of sets : 2 of two compressor/condenser units supplying the evaporators contained in A satisfactory environment is one in which the atmosphere is at a pleasant
the accommodation air handling units. The expansion valves for the coils temperature and humidity. Air conditioning aims at producing the correct
Type: Horizontal shell and fin tube type
are supplied with liquid refrigerant from the air conditioning compressor, combination of temperature and humidity. High temperatures are more
the refrigerant having been compressed in the compressor then cooled in the tolerable when the humidity is low, however, if the humidity is too low the
Air Handling Unit condenser where it is condensed to a liquid. The liquid R404A is then supplied dryness of the atmosphere can be unpleasant.
to the liquid receiver from where it flows, via a dryer unit, to the evaporator
Maker: Hi-Press Korea Co. Ltd
coils. In the evaporator it expands under the control of the expansion valves, Reheating of cabin air is undertaken by means of electric or steam heating
No. of sets: 2 before being returned to the compressor as a gas. In the evaporator coils it elements located in the air handling units. The electric units are rated at
Type: HLZ-710; cooling, electric and steam heating, extracts heat from the air passing over the coils. 29kW, 58kW and 87kW.
dehumidifying and humidifying sections
Cooling capacity: 601kW The compressor is fitted with an internal oil pressure activated unloading Carbon dioxide detectors are fitted to give warning of unacceptable levels of
Heating capacity: 435.9kW mechanism which affords automatic starting and variable load capacity control carbon dioxide in the accommodation spaces. These alarms must be tested
of 100%, 87%, 75%, 63%, 50%, 37% and 25% of full load capacity by frequently as levels of 5% will cause frequent headaches whilst levels of 10%
unloading groups of cylinders. This variable load capacity control allows will cause irritation of the nose and throat and result in dizziness. Carbon
Introduction the compressor to remain running even when the load is relatively light dioxide levels of 20% and above can cause death within minutes.
and thus avoids the need for frequent stopping and starting. The compressor
The air is supplied to the accommodation by two air handling units (AHU) is protected by high and low pressure cut-out switches, a low lubricating In addition to the air handling unit fans for circulating air around the
located in the air conditioning unit room situated on the upper deck. The oil pressure trip, a cooling water pressure trip and an oil supply pressure accommodation spaces there are a number of ventilation fans which cover
units consists of an electrically driven fan drawing air through the following differential trip. A crankcase heater and cooler are also fitted. specific rooms or compartments. These must be operating whenever the air
sections from inlet to outlet: conditioning system is in use. These fans cover sanitary spaces, the galley and
Any leakage of refrigerant gas from the system will result in the system pantry, the air conditioning room, garbage store exhaust, duty mess/smoke
• Intake and mixing section (48% return air) including two becoming undercharged. The symptoms of system undercharge will be low room exhaust and the battery locker.
dampers suction and discharge pressure and the system will eventually become
• Filter section ineffective. A side effect of low refrigerant gas charge is apparent low oil
level in the sump. A low charge level will result in excess oil being entrapped
• One electric heating unit including thermostatic control valve in the circulating refrigerant gas, causing the level in the sump to drop. When
• One steam heating unit including thermostatic control valve the system is charged to full capacity, this excess oil will be separated out and
returned to the sump. During operation, the level as shown in the condenser
• A cooling unit (R404A) including electronic expansion valve
level gauge will drop.
• A steam humidifying unit, electrically controlled
• Water eliminator unit
• Fan section with centrifugal fan V-belt driven from electric
motor
• Discharge section including damper


The air conditioning system is supervised from the air conditioning DCS screen i) Slowly open the suction stop valve gradually until it is fully Procedure for Shutting Down the Compressor for a Prolonged
T30-440-04 but the DCS has no control over the air conditioning plant. open, if the compressor starts making a knocking noise close the Period
valve immediately. When the noise stops open the valve again.
Repeat this operation until the noises completely disappear. If the cooling system is to be shut down for a prolonged period, it is
Procedure for the Operation of the Accommodation Air
essential to pump down the system and isolate the refrigerant gas charge in
Conditioning System Compressor Running Checks the condenser. Leaving the system with full refrigerant pressure in the lines
• Check the inlet and outlet pressure gauges. increases the tendency to lose charge through the compressor shaft seal.
The air conditioning system is designed to run with the one compressor
at a time meeting the full air conditioning load of the accommodation. • Check for crankcase foaming. a) Shut the liquid outlet valve on the condenser and the outlet
Capacity control is automatic, but for borderline temperatures capacity can • Check for gas leakages using the appropriate equipment. from the filter.
be controlled manually.
• The lubricating oil pressure should be checked at least daily.
b) Run the compressor until the low pressure cut-out operates. The
Starting the Ventilation System • The oil level in the crankcase should be checked daily. refrigerant gas will be condensed in the condenser and it will
• The suction and discharge pressures should be checked twice remain there whilst the condenser outlet valve is closed.
a) Check that the air filters are clean.
per day.
c) After a period of time the suction pressure may rise, in which
b) Set the air dampers to the OUTSIDE position. • The temperature of oil, suction and discharge should be case the compressor should be allowed to pump down again
checked twice per day. A twice daily check on the motor until the suction pressure remains low and the compressor does
c) Start the AHU supply fans and exhaust fans. bearing temperature should also be kept. not start again automatically.
d) Check that air is flowing to all parts of the accommodation. • A check should be kept on shaft seal oil leakage.
d) Shut the compressor suction and discharge valves.
Starting the Air Conditioning Compressor Procedure for Stopping the Compressor for Short Periods e) Close the cooling water inlet and outlet valves and drain the
a) All stop valves, except the compressor suction, in the refrigerant condenser of water.
line should be opened and fully back seated to prevent the a) Close the condenser liquid outlet valve and the outlet from
pressure in the valve reaching the valve gland. the filter. f) The compressor discharge valve should be marked closed and
the compressor motor isolated, in order to prevent possible
b) The crankcase heater on the compressor to be used should be b) Allow the compressor to pump out the system to the liquid damage.
switched on a least 3 hours prior to starting the compressor. receiver so that the low level pressure cut-out operates.
WARNING
c) Isolate the compressor motor. It is essential that no water should be lying in the air conditioning
c) Check that the crankcase oil level is correct.
system as this can become a breeding ground for legionella bacteria
d) Close the compressor suction valve. which can have serious, or even fatal, consequences. The drain should
d) Check the quantity of refrigerant charge.
be kept clear and areas where water can lie should be sterilised at
e) Close the compressor discharge valve. frequent intervals.
e) Start the cooling water supply for the condenser cooling.
The cooling water comes from the engine room central fresh
water cooling system and will probably already be running. f) Close the inlet and outlet valves on the cooling water to the
Ensure that the supply and return valves to the air conditioning condenser.
condensers are open. Check that the supply of water from the
central cooling system is correct. g) Switch on the crankcase heater.
f) Purge air completely from the cooling water cycle by opening

the air purger on top of the condenser or the air purging valve
on the pipeline. Check the compressor smoothness by manually
turning it over.
g) Check the compressor drive systems.
h) Start the compressor.


Illustration 2.16.3a Auxiliary Air Conditioning Plant
Key Recirculated Air
Recirculated Air To Cargo To Cargo
Control Room Refrigerant Gas Control Room
Refrigerant Liquid
Lubricating Oil
Saturated Steam
Fresh Air Fresh Air
Fresh Water
Electrical Signal
Instrumentation
Room Room
Humidity Control
From Vent to Open Air
6bar Steam
System
HSV32
SCV65
DPS PI DPS PI
PS PS PS PS PS PS PS PS
PT PT
Purging Purging
PT PT
PI TI PI TI
To/From Fresh To/From Fresh

Water Cooling Condenser No.2 Water Cooling Condenser No.1
W28V W27V
TI TI
Liquid Charging Valve Liquid Charging Valve

ENGINE ROOM


2.16.3 AUXILIARY AIR CONDITIONING PLANT Humidification of the air is arranged with automatic control and the humidistat When required, additional gas can be added through the charging line, after
is fitted at the outlet part of the AHU. first venting the connection between the gas bottle and the charging connection.
Compressors The added refrigerant is dried before entering the system.
The air is forced into the distribution trunking which supplies the central
Maker: York Refrigeration control room, electrical equipment room and the wheelhouse. Air may be Any trace of moisture in the refrigerant will lead to problems with the
No. of sets: 2 drawn into the system either from outside or from the central control room, thermostatic expansion valve icing up and subsequent blockage.
Model: CMO28 electrical equipment room and the wheelhouse via the recirculation trunking.
Type: Direct coupled 8 cylinder reciprocating R404A With heating or cooling coils in use, the unit is designed to operate on 5% Cooling water for the condenser is supplied from the central fresh water
fresh air supply. The inlet filters are of the washable mat type and preheating cooling system (see section 2.8.1.).
Cooling capacity: 145kW of the air is provided by coils supplied with steam from the ship’s 6.0 bar steam
Motor: 41kW system or electric heating elements. The humidifier nozzles are supplied with Air is circulated through ducting to outlets in the spaces served by the
steam from the ship’s 6.0 bar steam system. system.
Condensers
Cooling is provided by a direct expansion R404A system which is situated on Carbon dioxide detectors are fitted to give warning of unacceptable levels of
Model: CRC - 411910 the port aft side of the 2nd deck level. The plant is automatic and consists of carbon dioxide in the spaces served. These alarms must be tested frequently
No. of sets : 2 two compressor/condenser units supplying the evaporators contained in the as levels of 5% will cause frequent headaches whilst levels of 10% will cause
accommodation air handling units. The expansion valves for the coils are fed irritation of the nose and throat and result in dizziness. Carbon dioxide levels
Type: Horizontal shell and fin tube type
with liquid refrigerant from the air conditioning compressor, the refrigerant of 20% and above can cause death within minutes.
having been compressed in the compressor then cooled in the condenser where
Air Handling Unit it is condensed to a liquid. The liquid R404A is then supplied, via a dryer unit,
to the evaporator coils. In the evaporator it expands under the control of the Procedure for the Operation of the Auxiliary Air Conditioning
Maker: Hi-Press Korea Co. Ltd System
expansion valves, before being returned to the compressor as a gas. In the
No. of sets: 2 evaporator coils it extracts heat from the air passing over the coils.
Type: HLZ-630S; cooling, steam heating, dehumidifying The air conditioning system is designed to run with the one compressor at
and humidifying sections The compressor is fitted with an internal oil pressure activated unloading a time meeting the full air conditioning load of the system. Capacity control
Cooling capacity: 145kW mechanism which affords automatic starting and variable load capacity control is automatic, but for borderline temperatures capacity can be controlled
of 100%, 75%, 50% and 25% of full load capacity by unloading groups of manually.
Heating capacity: 182kW
cylinders. This variable capacity control allows the compressor to remain
running even when the load is relatively light and thus avoids the need for Starting the Ventilation System
Introduction frequent stopping and starting. The compressor is protected by high and low
a) Check that the air filters are clean.
pressure cut-out switches, a low lubricating oil pressure trip and oil supply
The air is supplied to the central control room, electrical equipment room and pressure differential trip. A crankcase heater and cooler are also fitted.
b) Set the air dampers to the desired position.
the wheelhouse by two air handling units (AHU) located in the air conditioning
unit room situated on the upper deck. The units consists of an electrically Any leakage of refrigerant gas from the system will result in the system
becoming undercharged. The symptoms of system undercharge will be low c) Start the AHU supply fan.
driven fan drawing air through the following sections from inlet to outlet:
suction and discharge pressures and the system will eventually become
• Intake and mixing section (95% return air) including two ineffective. A side effect of low refrigerant gas charge is apparent low oil d) Check that air is flowing to all parts of the central control room,
dampers level in the sump. A low charge level will result in excess oil being entrapped electrical equipment room and the wheelhouse.
• Filter section in the circulating refrigerant gas, causing the level in the sump to drop. When
the system is charged to full capacity, this excess oil will be separated out and Starting the Air Conditioning Compressor
• One steam heating unit including thermostatic control valve
returned to the sump. During operation, the level as shown in the condenser
• A cooling unit (R404A) including electronic expansion valve a) All stop valves, except the compressor suction, in the refrigerant
level gauge will drop.
line should be opened and fully back seated to prevent the
• A steam humidifying unit, electrically controlled pressure in the valve reaching the valve gland.
If the system does become undercharged, the whole system pipework should
• Water eliminator unit be checked for leakage as the only reason for an undercharge condition after
operating previously with a full charge is that refrigerant is leaking from the b) The crankcase heater on the compressor to be used should be
• Fan section with centrifugal fan V-belt driven from the electric switched on a least 3 hours prior to starting the compressor.
motor system.
c) Check that the crankcase oil level is correct.


d) Check the quantity of refrigerant charge. d) Close the compressor suction valve.
e) Start the cooling water supply for the condenser cooling. The e) Close the compressor discharge valve.
cooling water comes from the central FW cooling system
and will probably already be running. Ensure that the supply f) Close the inlet and outlet valves on the cooling water to the
and return valves to the air conditioning condensers are open. condenser.
Check that the supply of water from the central cooling system
is correct. g) Switch on the crankcase heater.
f) Purge air completely from the cooling water cycle by opening

the air purger on top of the condenser or the air purging valve
Procedure for Shutting Down the Compressor for a Prolonged
on the pipeline. Check the compressor smoothness by manually Period
turning it over.
If the cooling system is to be shut down for a prolonged period, it is
g) Check the compressor drive system and belt tension. essential to pump down the system and isolate the refrigerant gas charge in
the condenser. Leaving the system with full refrigerant pressure in the lines
h) Start the compressor. increases the tendency to lose charge through the shaft seal.
a) Shut the liquid outlet valve on the condenser and the outlet
i) Adjust the suction stop valve gradually until it is fully open,
from the filter.
when the compressor starts making a knocking noise close the
valve immediately. When the noise stops open the valve again.
b) Run the compressor until the low pressure cut-out operates. The
Repeat this operation until the noises completely disappear.
refrigerant gas will be condensed in the condenser and it will
Compressor Running Checks remain there as the condenser outlet valve is closed.
• Check the inlet and outlet pressure gauges. c) After a period of time the suction pressure may rise, in which
• Check the oil level and pressure. Check for crankcase foaming. case the compressor should be allowed to pump down again,
until the suction pressure remains low and the compressor does
• Check for gas leakages using the appropriate equipment. not start again automatically.
• The oil level in the crankcase should be checked daily.
• The suction and discharge pressure should be checked twice e) Close the cooling water inlet and outlet valves and drain the
per day. condenser of water.
• The temperature of oil, suction and discharge should be
checked twice per day. A twice daily check on the motor f) The compressor discharge valve should be marked closed and
bearing temperature should also be kept. the compressor motor isolated, in order to prevent possible
damage.
• A check should be kept on shaft seal oil leakage.
WARNING
It is essential that no water should be lying in the air conditioning system
Procedure for Stopping the Compressor for Short Periods as this can become a breeding ground for legionella bacteria which can
have serious, or even fatal, consequences. The drain should be kept clear
a) Close the condenser liquid outlet valve and the outlet from
and areas where water can lie should be sterilised at frequent intervals.
the filter.
b) Allow the compressor to pump out the system to the condenser

so that the low level pressure cut-out operates.
c) Isolate the compressor motor.


Illustration 2.16.4a Engine Control Room and Main Switchboard Room Air Conditioning Units
Recirculated Air To Main Switchboard Key To Main Switchboard Recirculated Air

and Engine Control Room Refrigerant Gas and Engine Control Room
Refrigerant Liquid
Saturated Steam
Fresh Air Condensate/HP Feed Water Fresh Air
Fresh Water
Electrical Signal
Instrumentation
Room Room
Vent to
Open Air
Humidity Control
From
6bar Steam
S
System TI
S TI
SCV65 EVR32 HSV32
SCV65
EVR32 HSV32
HSV32
SCV65
DPS PI DPS PI
PS PS PS PS PS PS PS PS
PT PT
Purging Purging
PT PT
PI TI PI TI
To/From Fresh To/From Fresh

Water Cooling Condenser No.2 Water Cooling Condenser No.1
W36V W35V
TI TI
Liquid Charging Valve Liquid Charging Valve


2.16.4 ENGINE CONTROL ROOM AND MAIN SWITCHBOARD The air is forced into the distribution trunking which supplies the engine Cooling water for the condenser is supplied from the central fresh water
ROOM AIR CONDITIONING UNITS control room and main switchboard room Air may be drawn into the system cooling system (see section 2.8.1.).
either from outside or from the engine control room and main switchboard
room via the recirculation trunking. With heating or cooling coils in use, the Air is circulated through ducting to outlets in the spaces served by the
Compressors
unit is designed to operate on 5% fresh air supply. The inlet filters are of the system.
Maker: York Refrigeration washable mat type and preheating of the air is provided by coils supplied
No. of sets: 2 with steam from the ship’s 6.0 bar steam system or electric heating elements. Carbon dioxide detectors are fitted to give warning of unacceptable levels of
The humidifier nozzles are supplied with steam from the ship’s 6.0 bar steam carbon dioxide in the spaces served. These alarms must be tested frequently
Model: CMO28
system. as levels of 5% will cause frequent headaches whilst levels of 10% will cause
Type: Direct coupled 8 cylinder reciprocating R404A irritation of the nose and throat and result in dizziness. Carbon dioxide levels
Cooling is provided by a direct expansion R404A system, which is situated in of 20% and above can cause death within minutes.
Condensers a room aft of the No.1 LV switchboard room on the starboard side of the 2nd
deck level The plant is automatic and consists of two compressor/condenser
Model: CRKC 411910 units supplying the evaporators contained in the accommodation air handling Procedure for the Operation of the Air Conditioning System
No. of sets : 2 units. The expansion valves for the coils are fed with liquid refrigerant from
The air conditioning system is designed to run with the one compressor at
Type: Horizontal shell and fin tube type the air conditioning compressor, the refrigerant having been compressed in the
a time meeting the full air conditioning load of the system. Capacity control
compressor then cooled in the condenser where it is condensed to a liquid. The
is automatic, but for borderline temperatures capacity can be controlled
liquid R404A is then supplied, via a dryer unit, to the evaporator coils. In the
Air Handling Unit manually.
evaporator it expands under the control of the expansion valves, before being
Maker: Hi-Press Korea Co. Ltd returned to the compressor as a gas. In the evaporator coils it extracts heat from
the air passing over the coils. Starting the Ventilation System
No. of sets: 2
Type: HLZ 630; cooling, steam heating, dehumidifying a) Check that the air filters are clean.
The compressor is fitted with an internal oil pressure activated unloading
and humidifying sections mechanism which affords automatic starting and variable load capacity control b) Set the air dampers to the desired position.
Cooling capacity: 19kW of 100%, 75%, 50% and 25% of full load capacity by unloading groups of
Heating capacity: 6.9kW cylinders. This variable capacity control allows the compressor to remain c) Start the AHU supply fan.
running even when the load is relatively light and thus avoids the need for
frequent stopping and starting. The compressor is protected by high and low d) Check that air is flowing to all parts of the engine control room
Introduction pressure cut-out switches, a low lubricating oil pressure trip and oil supply and main switchboard room.
pressure differential trip. A crankcase heater and cooler are also fitted.
The air is supplied to the engine control room and main switchboard room
by two air handling units (AHU) located in the air conditioning unit room Any leakage of refrigerant gas from the system will result in the system Starting the Air Conditioning Compressor
situated on the upper deck. The units consists of an electrically driven fan becoming undercharged. The symptoms of system undercharge will be low a) All stop valves, except the compressor suction, in the refrigerant
drawing air through the following sections from inlet to outlet: suction and discharge pressures and the system will eventually become line should be opened and fully back seated to prevent the
• Intake and mixing section (95% return air) including two ineffective. A side effect of low refrigerant gas charge is apparent low oil pressure in the valve reaching the valve gland.
dampers level in the sump. A low charge level will result in excess oil being entrapped
in the circulating refrigerant gas, causing the level in the sump to drop. When b) The crankcase heater on the compressor to be used should be
• Filter section the system is charged to full capacity, this excess oil will be separated out and switched on a least 3 hours prior to starting the compressor.
• One steam heating unit including thermostatic control valve returned to the sump. During operation, the level as shown in the condenser
level gauge will drop. c) Check that the crankcase oil level is correct.
• A cooling unit (R404A) including electronic expansion valve
• A steam humidifying unit, electrically controlled If the system does become undercharged, the whole system pipework should
d) Check the quantity of refrigerant charge.
be checked for leakage as the only reason for an undercharge condition after
• Water eliminator unit
operating previously with a full charge is that refrigerant is leaking from the
e) Start the cooling water supply for the condenser cooling. The
• Fan section with centrifugal fan V-belt driven from electric system. When required, additional gas can be added through the charging
cooling water comes from the central FW cooling system
motor line, after first venting the connection between the gas bottle and the charging
and will probably already be running. Ensure that the supply
connection. The added refrigerant is dried before entering the system. Any
and return valves to the air conditioning condensers are open.
trace of moisture in the refrigerant will lead to problems with the thermostatic
Humidification of the air is arranged with automatic control and the humidistat Check that the supply of water from the central cooling system
expansion valve icing up and subsequent blockage.
is fitted at the outlet part of the AHU. is correct.


f) Purge air completely from the cooling water cycle by opening Procedure for Shutting Down the Compressor for a Prolonged
the air purger on top of the condenser or the air purging valve Period
on the pipeline. Check the compressor smoothness by manually
turning it over. If the cooling system is to be shut down for a prolonged period, it is
essential to pump down the system and isolate the refrigerant gas charge in
g) Check the compressor drive system and belt tension. the condenser. Leaving the system with full refrigerant pressure in the lines
increases the tendency to lose charge through the shaft seal.
h) Start the compressor.
a) Shut the liquid outlet valve on the condenser and the outlet
i) Adjust the suction stop valve gradually until it is fully open, from the filter.
when the compressor starts making a knocking noise close the
valve immediately. When the noise stops open the valve again. b) Run the compressor until the low pressure cut-out operates. The
Repeat this operation until the noises completely disappear. refrigerant gas will be condensed in the condenser and it will
remain there as the condenser outlet valve is closed.
Compressor Running Checks
• Check the inlet and outlet pressure gauges. c) After a period of time the suction pressure may rise, in which
case the compressor should be allowed to pump down again,
• Check the oil level and pressure. Check for crankcase foaming. until the suction pressure remains low and the compressor does
• Check for gas leakages using the appropriate equipment. not start again automatically.
• The oil level in the crankcase should be checked daily.
• The suction and discharge pressure should be checked twice e) Close the cooling water inlet and outlet valves and drain the
per day. condenser of water.
• The temperature of oil, suction and discharge should be f) The compressor discharge valve should be marked closed and
checked twice per day. A twice daily check on the motor the compressor motor isolated, in order to prevent possible
bearing temperature should also be kept. damage.
• A check should be kept on shaft seal oil leakage.
WARNING
It is essential that no water should be lying in the air conditioning system
Procedure for Stopping the Compressor for Short Periods as this can become a breeding ground for legionella bacteria which can
have serious, or even fatal, consequences. The drain should be kept clear
a) Close the condenser liquid outlet valve and the outlet from and areas where water can lie should be sterilised at frequent intervals.
the filter.
b) Allow the compressor to pump out the system to the condenser

so that the low level pressure cut-out operates.
c) Isolate the compressor motor.
d) Close the compressor suction valve.
e) Close the compressor discharge valve.
f) Close the inlet and outlet valves on the cooling water to the
condenser.
g) Switch on the crankcase heater.


2.16.5 WORKSHOP AND BOILER WATER TEST ROOM AIR The refrigeration system is provided with a dual high/low pressure cut-out Maintenance of the unit under normal operation should be limited to a monthly
CONDITIONING UNITS switch and there is a fusible plug fitted to the condenser which will fail should check for refrigerant loss and cleaning of the air filter. A more intensive
the temperature become excessive. inspection should be carried out every year, which should include a check of
the fan belt tension and condition.
Workshop Package Air Conditioning Unit
The compressor lubricating oil level must be checked at frequent intervals.
Maker: Century An oil heater is started when the main power switch is turned to the ON Daily checks should be made for vibration, inability to maintain the desired
No. of sets: 1 position. temperature and refrigerant gas pressures.
Model: MP-G20HF5
The air conditioning DCS screen T30-440-04 provides an indication of
Type: Heating and cooling with R404A refrigerant unit and Procedure for Operation of the Unit Coolers abnormal operation but it does not provide any control.
electric heater
Heating capacity: 39,560kcal/h a) Prior to operating the unit coolers, the cooling water inlet and More detailed information is available in the manufacturer’s handbook for
outlet valves from the central fresh water cooling system must this equipment.
Cooling capacity: 54,000kcal/h
be opened as follows:
Boiler Test Room Package Air Conditioning Unit Workshop Air Conditioning Unit Valve
Maker: Century Cooling fresh water inlet valve W73V
No. of sets: 1 Cooling fresh water outlet valve W51V
Model: MP-G3HF5
Type: Heating and cooling with R404A refrigerant unit and Boiler Test Room Air Conditioning Unit Valve
electric heater
Cooling fresh water inlet valve W122V
Heating capacity: 7,740kcal/h Cooling fresh water outlet valve W126V
Cooling capacity: 8,000kcal/h
b) Ensure that cooling water is flowing through the condenser of
the air conditioning unit.
The units are similar in design except that the workshop unit has two
refrigeration compressors, condensers and evaporators. The refrigeration c) Check the level of lubricating oil in the refrigeration compressor
circuits of the workshop unit are separate and the unit may operate with and check that the compressor motor drive is free.
either or both working.
d) Ensure that electrical power to the air conditioning unit is
The refrigeration unit is located at the bottom of the air conditioning cabinet switched on. The power should be turned on for some time
and the evaporator is located above the refrigeration section. Above the before the unit is started in order to warm the lubricating oil.
evaporator coils is the heater and above that the fan. The fan draws air from
the workshop or boiler water test room and passes it over either the evaporator e) Select the desired room temperature at the thermostat.
coils or the heating element, before discharging it back into the workshop or
boiler water test room. A suction filter is fitted at the air inlet to the package f) Press the fan START pushbutton and check that the fan is
air conditioning unit. This filter must be cleaned at frequent intervals in order working correctly.
to ensure that the air flow across the heater/cooler is adequate.
g) At the selector switch select HEAT or COOL as required and
The condenser unit is cooled by water circulating from the central fresh water then press the PA. START pushbutton to start the heating or
cooling system. This system must be operating and the supply and return cooling system operating.
valves opened before the package unit can be put into operation.
The package air conditioning unit will operate automatically and maintain the
The control at the front of the package air conditioning unit contains a switch for desired temperature in the room. Gauges are provided at the front of the unit
selection of heating or cooling, the positions being marked HEAT and COOL. showing the compressor discharge pressure and the evaporator pressure.
A STOP pushbutton allows the unit to be stopped and a START pushbutton
starts the fan. A pushbutton marked PA. START starts the cooling or heating A thermostat regulates the electric heater from overheating and a fuse is fitted
system depending upon which has been selected by the selector switch. to the circuit to protect in the event of excess current.


Illustration 2.16.6a Incinerator System From From
Incinerator Waste Oil
Key Service Pump
Incinerator Waste Oil
Settling Tank
Gas Oil (3.0m3)
LS
LAH
F311V
EJ Gas Oil
(2.0m3)
PS1 PS2 LS
DCS
VH BK
Waste Oil To F312V
Burner TC1
Tanks T424V
To
From
Engine Room
B Fuel Oil
Drain Cooler
CP1 Drain Tank
M1 PI From
6bar
RV1
Steam System
MS1
IL Primary
Combustion Secondary
Combustion PU1
Chamber
POV2 Chamber
POV IL1 TS L
CP2
MS3
Incinerator FNV1
TS H
Service Tank
(3.0m3)
C5 F316V F313V
PI PU5 CI LS L
RV3
LS H
LS
PU3 M3 From F304V
PS3
PI TR Fuel Oil (26m3/h x 0.4bar)
TV3
MV8 MV7 Drain Tank
F1 F314V
F305V
MV4
From F306V
GS Air
317V
System
307V
T502V

T455V To
CP1 Incinerator Control Panel MS3 Microswitch (Ash Door) PS1 Pressure Control For Cooling Fan TCV Thermo Control Valve
CP2 Waste Oil Tank Control Panel MV1.1 Solenoid Valve (DO) PU3 Waste Oil Dosing Pump TM Thermometer
From
EJ Expansion Joint MV1.2 Solenoid Valve (DO) PU1 Diesel Oil Pump TR Pressure Regulator 6bar Steam
IL Feeding Door MV7 Solenoid Valve (WO) RD Regulating Damper TV3 3-Way Test Cock Oily Bilge


2.16.6 INCINERATOR AND GARBAGE DISPOSAL Any water should be drained from the waste oil tank and steam heating applied Procedure for Operating the Incinerator on the Solid Waste
to the tank prior to burning waste oil. The milling pump should be operated Program
with the return going to the waste oil tank. This ensures that there is an even
INCINERATOR
temperature throughout the waste oil tank and that any remaining water is a) Ensure that the control panel switch is turned to the
dispersed in the oil charge. The procedure for filling the incinerator waste oil SLUDGE-OFF position.
Maker: Hyundai-Atlas
service tank is given in section 2.4.4. b) Check that the air nozzle holes in the refractory lining are clear
Type: Maximum 100 SL-1 W/S
by viewing through the sight glass.
Calory capacity: 580kW The incinerator is locally operated and the DCS has no control over operation
Solid waste: Max 100kg/h (2,400kcal/kg) of the incinerator. However, the incinerator DCS graphic screen T30-415-03 c) Check that the refractory lining is in good condition.
Liquid waste: 59kg/h (8,600kcal/kg) provides alarms, supervisory information and emergency stop facilities.
d) Activate the main switch on the control panel.
The incinerator, situated on the upper deck level on the starboard side, can Procedure for Preparing for Operation of the Incinerator
e) Fill the primary combustion chamber with solid waste and
burn solid garbage waste and engine room waste oil. Gas oil is burned in
a) Check that there is an electrical supply to the incinerator and close the feeding door. The waste charge must not exceed the
order to raise the combustion chamber to the required temperature for the
that main control panel is operational. prescribed limit per charge of 8.0kg.
combustion of solid material and waste oil. Diesel oil may also be burned
to assist the total combustion when required. Although the unit is capable of
b) Check that there is a compressed air supply available from the (Note: The manufacturer’s recommended limits for different types of solid
burning 100kg of solid waste per hour and 59kg of waste oil per hour, care
general service air system. waste must not be exceeded. The manufacturer’s manual must be
must be taken to ensure that temperature limits are not exceeded. Problems
consulted before burning items of waste in order to determine the
can arise when burning solid waste if the nature of the waste is not known.
c) Ensure that there is sufficient gas oil in the incinerator gas oil maximum charge.)
Plastics present problems when burned in an incinerator and can lead to very
high temperatures. service tank and that the incinerator waste oil service tank has
been prepared for operation. f) Reset the alarm lamps by pressing the RESET ALARM
pushbutton.
The combustion chamber is fitted with a loading door, to admit garbage, and a
cleaning door to allow removal of ash and slag when incineration is completed. d) Set the valves as in the following table:
g) Ensure that all the lamps are operational by pressing the LAMP
The doors are interlocked and may only be opened when the incinerator
TEST button.
primary combustion chamber temperature is below 145°C. Flue gas from the Position Description Valve
incinerator is vented via the exhaust ducting/funnel to the atmosphere. A flue
Open Incinerator waste oil service tank quick closing h) Start the incinerator by turning the INCINERATOR switch.
gas damper is mounted in the ducting above the incinerator. A primary blower
outlet valve F304V The incinerator will now start automatically by activating the
provides forced combustion air to the primary combustion chamber and there
Open Milling pump outlet valve F305V primary burner in the primary combustion chamber and it will
are also air inlet nozzles located low down in the primary combustion chamber
raise the temperature to the operating level within the range
for the supply of combustion air. Open Milling pump inlet valve to incinerator F307V 850°C - 950°C. The diesel oil burner will operate to maintain
Open Waste oil return valve from incinerator F317V the temperature within that range.
Control of the incinerator, the gas oil pump, waste oil circulating pump and
primary combustion air fan are from the local control panel. Provision is Open Incinerator gas oil service tank quick closing (Note: If the flame in the incinerator goes out, the incinerator must be reset
made for local indications of flue gas and combustion chamber temperatures, outlet valve F315V by pressing the RESET FLAME FAILURE BURNER button.)
together with a flue gas high temperature alarm.
Open Gas oil inlet valve to incinerator F316V
The unit is provided with its own gas oil service tank, which can be filled from Open Gas oil return valve from incinerator F313V
the gas oil storage tanks by means of the incinerator gas oil service pump. The
pump is situated on the starboard forward area of the 2nd deck level, near the
generator engine GO service tank.. The incinerator’s own fuel oil pump takes e) Check that there are no obstructions for air admission to the
suction from the incinerator gas oil service tank and supplies gas oil under primary blower and the flue gas outlet.
pressure to the burner unit. The waste oil burner uses compressed air atomising
supplied from the general service air system. Waste oil is supplied from the f) The incinerator is now ready for operation.
incinerator waste oil service tank by means of a milling pump and a waste oil
dosing pump is then used to supply the waste oil to the burner. The milling
pump supplies oil to the incinerator with the excess returning to the waste oil
tank.


Procedure for Operating the Incinerator on the Sludge b) If there are any problems during start-up and operation, the WARNING
Program incinerator must be stopped immediately by activating the DO NOT put explosive materials, closed containers or aerosols into the
INCINERATOR STOP switch. combustion chamber
a) Ensure that the control panel switch is turned to the SLUDGE
ON position. c) The reason for the abnormal start-up/operation of the incinerator
must be investigated immediately with the help of the Alarms and Trips
b) Before starting the incinerator, follow the instructions given troubleshooting section in the incinerator instruction manual.
The following incinerator conditions trip the incinerator or prevent it from
in steps b) to d) and f) to h) in the procedure for operating the starting and produce an alarm:
incinerator on the solid waste program above. The primary Care of the Primary Combustion Chamber
burner in the primary combustion chamber will be activated. • Power source failure
After a preheating period of 13 minutes the sludge burner will • Glass, bottles, and other materials which may not be burned • Flame failure
start automatically and operates within the set points 850°C - must not be put into the primary combustion chamber.
950°C • Flue gas temperature high
• Wet solid waste must not be put into the primary combustion • Combustion chamber temperature high
(Note: If the DELAY PRIMARY BURNER is switched to the automatic chamber more than one hour before starting the incinerator. • Fan motor trip
position (AUT), the primary burner will operate for 25 seconds to
ignite the sludge burner automatically. If the DELAY PRIMARY • Waste oil pump motor trip
• When burning oil-containing materials, such as filter cartridges,
BURNER is switched to the manual position (MAN) the primary oily cotton waste, and scrapings from the centrifuges, do not • Low combustion air pressure
burner operates all of the time together with the sludge burner.) put more than 5 litres per charge into the primary combustion
• Low combustion chamber negative pressure
chamber.
• Low atomising air pressure
Adding Solid Waste to the Incinerator
• When burning material with high calorific value with explosion- • Feeding door open
Before adding a new charge of solid waste, look through the sight glass to like combustion such as plastic, the maximum charge must
not exceed 3.0kg. • Pre-purge not complete
ensure that the incinerator is ready to receive more waste. Additional solid
waste can only be added when the primary combustion chamber has cooled • Waste oil tank low level
and the temperature interlock on the feeding door has been released. The • DO NOT overload the incinerator with waste. Ensure a
• Waste oil tank high temperature
feeding door is blocked when the primary combustion chamber temperature maximum 70,000kcal per charge or 20% of the volume of the
is above 145°C. primary combustion chamber. The maximum load per charge of • Waste oil tank low temperature
class II solid waste must not exceed 70 litres.
Procedure for Stopping the Incinerator • The feeding door must not be opened unless there is a minimum The following waste oil tank conditions produce an alarm:
of 10mmWG vacuum in the combustion chamber as shown on • Low waste oil tank level
a) Activate the switch INCINERATOR STOP. This automatically the U-tube manometer.
switches the incinerator to the cooling program. • High waste oil tank temperature
• The flue gas uptake damper is set initially and should not • Low waste oil tank temperature
b) When the temperature in the incinerator drops to below 145°C, be tampered with. However, excess draught can cause erratic
the incinerator cooling program stops automatically. • Milling pump motor overload
combustion and increase the heating up time. It may be
necessary to adjust the flue damper to correct erratic combustion • Waste oil tank high level
c) When the incinerator has stopped, switch off the main switch if it is found to be due to the air supply and not to the fuel
on the control panel. burner.
• Removal of slag must be undertaken carefully. Do not knock or

Abnormal Start-up and Operation of Incinerator
hammer on the sides of the primary combustion chamber. The
main switch must be turned ON to open the door.
a) If oscillating combustion occurs at start-up of the incinerator,
the incinerator must be stopped immediately by activating the
INCINERATOR STOP switch on the control panel.


GARBAGE DISPOSAL Garbage Disposal Procedures
Summary of Regulations
Food Waste
Annex V of MARPOL 73/78, the regulations for the Prevention of Pollution Food waste production for approximately 50 people is given as 15kg to 25kg
by Garbage from Ships, controls the way in which waste material is treated on per day or 75 litres to 125 litres per day without compacting.
board ships.
The daily food waste produced is collected in bags in the galley and
Although it is permissible to discharge a wide variety of garbage at sea, transported by hand to the waste management room on the upper deck.
preference should be given to disposal utilising shore facilities where
available. A summary of the garbage disposal regulations are given next.
Dry Waste
The special areas are as follows: Dry waste production for approximately 50 people is given as approximately
• The Mediterranean Sea 30kg per day or 1000 litres to 1500 litres per day, without compacting.
• The Baltic Sea The volume can be reduced by a factor of 5 by shredding or compacting
• The Black Sea the waste.
• The Red Sea Dry waste from the accommodation is collected in the waste management
• The Persian Gulf room and compacted.
• North West European Waters
Dry waste from the engine room is taken directly to the garbage room.
• The Gulf of Aden
• The Antarctic Other Waste
• The Wider Caribbean Area Cans that have contained oils or chemicals must be stored in the garbage
room before discharge ashore.
Garbage Outside Special Areas Oily rags may be burnt in the incinerator in small quantities.
Disposal of plastics, including plastic ropes and garbage bags, are prohibited. Incinerator ash must be stored on board in a special site if less than 12 miles
offshore. Otherwise the ash can safely be dumped overboard.
Floating dunnage, lining and packaging are allowed over 25 miles offshore.
Paper, rags, glass, bottles, crockery and other similar materials are allowed
over 12 miles offshore.
All other garbage including paper, rags etc. are allowed over 3 miles offshore.
Food waste can be disposed of in all areas over 12 miles offshore.
Due regard should also be taken of any local authority, coastal, or port
regulations regarding the disposal of waste. To ensure that the annex to
MARPOL 73/78 is complied with, waste is treated under the following cases:
• Food waste
• Combustible dry waste, plastic and others
• Non-combustible dry waste
• Other waste, including oily rags and cans and chemical cans.

PART 3: MAIN MACHINERY AND CONTROL
3.1 Distributed Control System (DCS)
3.1.1 Distributed Control System Overview
3.1.2 Operator Stations
3.1.3 Screen Displays, Alarms and Monitoring
3.1.4 Control and Operation of Equipment
3.1.5 UMS Watch Call System and Alarms
Illustrations
3.1.1a Distributed Control System Overview
3.1.1b DCS Uninterruptible Power Supply Distribution
3.1.2a DCS Human Interface Station Keyboard
3.1.2b Human Interface Command Station Keyboard Keys
3.1.2c Human Interface Command Station Keyboard Keys
3.1.3a DCS Screen Display
3.1.3b Machinery Screen Display Hierarchy
3.1.4a DCS Faceplate Window: Motor and Valve Control
3.1.4b Faceplate Windows: PID Controller
3.1.4c Trending Diagram
3.1.5a UMS Watch Call System
3.1.5b Wheelhouse Responsibilities Graphic


Illustration 3.1.1a Distributed Control System Overview
Wheelhouse Human Colour Report Alarm
Interface Station (HIS) Chief Engineer HIS Machinery Operations HIS Printer Common Operations Stations HIS Printer Cargo Operations Stations HIS Printer
To Telephone
Network
RMS Modem
01-56 WH-HIS 01-60 ENG-HIS 01-57 01-58 01-59

MACH-HIS COMM-HIS CARG-HIS
Converter
WHEELHOUSE CHIEF ENGINEER CENTRAL CONTROL ROOM
RADIO PAGING REPEATER Base 2/Base 5

Marshalling Cabinets Marshalling Cabinets
EAS Panel Network (Profibus) Port Cargo Starboard Cargo
MIKADO System CARG-ENG EWS
CARGO
1 2 3 1 2 3 24VDC
Laser
AAP Printer
FCS Exp. FCS
C-Radio P-CARGO Cabinet S-CARGO
01-64
UMS ACG
01 02
C-SMS
Starboard Port
PUBLIC ROOMS/OFFICERS CABINS ELECTRICAL EQUIPMENT ROOM
FCS FCS FCS MARSH MARSH MARSH MARSH MARSH MARSH S-MACH FCS FCS FCS MARSH MARSH MARSH MARSH MARSH MARSH P-MACH
24VDC 24VDC
S-MACH S-BLR S-BMS S-MACH S-MACH S-MACH S-BLR S-BLR S-BMS P-MACH P-BLR P-BMS P-MACH P-MACH P-MACH P-BLR P-BLR P-BMS
1 2 3 1 2 1 2 3 1 2
04 07 08 03 05 06
STARBOARD LOW VOLTAGE SWITCHBOARD ROOM PORT LOW VOLTAGE SWITCHBOARD ROOM
Starboard Machinery Control HIS Alarm Port Machinery Control HIS Report
MACH-ENG EWS Printer Printer
ENGINE CONTROL ROOM Key

Laser
Printer
V.Net Bus 2
01-63 S-MA-ICS 01-62 P-MA-HIS 01-61 Converter V.Net Bus 1

ACG DBase2/DBase5
E.Net Bus


3.1 DISTRIBUTED CONTROL SYSTEM (DCS) Description of System Units Alarm Panels (AAP)
Human Interface Stations The alarm panels are situated in the engineers’ accommodation to provide
3.1.1 DISTRIBUTED CONTROL SYSTEM OVERVIEW alarm notification while the machinery spaces are in UMS mode. An alarm
These stations can be considered as the computer interface between the operator
panel is also provided for a machinery watch on the bridge, with a watch-
and the many processes controlled and monitored by the DCS system. The
Maker: Yokogawa (France) calling subsystem enabling engineers to be automatically called to the control
HIS software runs on a Windows NT based genetic PC. The control computer,
Model: Centrum CS 3000 room when they are on watch-call duty in the accommodation. Both the
keyboard, trackball unit and the colour graphic monitors form each operator
machinery and the ECR may safely be left unmanned while the machinery
Type: Distributed Control System (DCS) station, which are termed the information and command stations. Most of the
watch is carried out on the bridge.
HISs have printers which can print alarm and data information (logging) or
The Distributed Control System (DCS) is a computer based alarm, monitoring, reproduce screen mimics.
Field Control Stations
data acquisition and control system.
HIS redundancy is provided by the duplication of stations in the ECR and These cabinets contain dual computers which contain the actual working
It is designed to provide the ship’s staff with all the basic control, alarm and CCR. The CCR HIS units are designated as one for machinery control, one for program for the system. Every major component, such as power supplies and
status information they require to maintain the safe and efficient operation of cargo equipment control and one for cargo and machinery control. However, even cooling fans, is duplicated in each FCS to provide redundancy in the case
the machinery, especially when the machinery spaces are unmanned. the operation group (the equipment that may be controlled from that HIS) of of a failure.
each HIS can be reassigned by the operation of a keyswitch on the keyboard.
All the principal items of equipment and machinery are continuously and The wheelhouse HIS is configured as the back-up to the integrated navigation The FCS is made up of a Field Control Unit (FCU) which houses the CPUs
automatically monitored and supervised by the system. system (INS) as well as the UMS alarm, monitoring and responsibility control and nodes (which house the input/output units). The FCU is connected to the
station. nodes via a redundant input/output (RIO) bus.
The DCS system consists of a network of field control stations (FCS),
marshalling cabinets (MARSH) and operator’s human interface stations The EWSs are the two single screened computers, configured as workstations, The CPU implements the actual control computations (actions). There are
(HIS). They are connected by a data bus, enabling the operators to monitor located in the ECR and electrical equipment room. They are connected to two processor cards (left and right) and two CPUs (CPU 1 and CPU 2) on
and control the ship’s machinery from any operator station. the system V-net bus by ethernet and gateway units (ACG) and are intended each processor card. This configuration is termed ‘pair and spare’ redundancy.
for system maintenance and storage. They can, however, be used as operator There is a battery unit which provides power to back up the contents of the
There are two HISs and one engineering work station (EWS) in the Engine stations if required, providing further system redundancy. The wheelhouse and CPU memory and the RIO bus interface memory in the event of power failure.
Control Room (ECR). There is also one HIS in the wheelhouse, one in the Chief Engineer’s HIS are fitted with tape streamers whilst the EWSs are fitted The maximum back-up time is a maximum of 72 hours.
Chief Engineer’s office, one EWS in the electrical equipment room and three with DAT storage devices for recording complete system back-ups. The Chief
HISs in the central control room (CCR), one for machinery operations, one Engineer’s HIS is configured as the master workstation and as a back-up EWS. The V-net couplers interface both FCS processors with both V-Net buses.
for cargo operations and one for cargo and machinery operations. The CCR Any of these three stations can be used to load or store the complete system The RIO bus interface cards interface the two processors with the two RIO
and ECR HISs each feature two colour graphic displays and a trackball program, if required. buses and the I/O system via dual RIO bus coupler cards. One is active and
and keyboard to enter and acquire instructions and information. The Chief the other would be on standby. The standby ‘sleeps’ but performs diagnostic
Engineer’s HIS and both EWSs have single monitors. The EWSs are intended (Note: As the storage methods are different, ie, DAT or tape streamer, care communications. The RIO buses are used alternately to provide the highway for
for system maintenance, configuration and storage. must be taken that the two stored programs are identical/unchanged as data transmission between the FCS processors and the nodes (I/O System).
the program will be stored at two separate instances.)
A watch call system is incorporated into the DCS system which provides Each node is made up of a Node Interface Unit (NIU) and a number of I/O
audible and visual alarms throughout the accommodation via Automatic Alarm The HIS hard drives are connected in a mirrored configuration. Changes to units. The NIU is made up of RIO bus interface cards and duplicated power
Panels (AAP). This system is activated when the machinery spaces are in the the system program made at an EWS or HIS are automatically saved at each supply cards. The RIO bus interface cards interface the buses with the I/O
unattended (unmanned - UMS) mode and one of the engineers is selected as HIS hard drive as well. This is all part of the redundancy system which the units.
the duty engineer. DCS operates, no single item of equipment failing could render the DCS
inoperable.
Marshalling Cabinets
Graphic system illustrations are presented on the system monitors which
contain line diagrams with symbols for items of machinery, pumps and valves The processors (CPUs) inside each Field Control Unit (FCU) carry out the day The marshalling cabinets are essentially input/output stations with terminals
etc. The user clicks on a symbol and a window is displayed with available to day operations of the plant and any requests for changes. The EWS and their receiving and sending data from/to actuators, starters, sensors, etc, to/from the
commands and information relating to that item of plant. Other information master HIS (the Chief Engineer’s HIS) are only written to when requested. FCS units. They house nodes containing Input-Output (I/O) modules for plant
screens (pages) are available with alarm lists etc. There is no regular exchange of communication between the FCSs and the process data input and control order output. There are various types according
system hard disk storage areas. If an operator makes a change to an alarm to their function, eg: analogue input to analogue 4-20mA output, Resistance
The entire system has been designed with redundancy in mind. There are set point, for example, the new data will be saved and utilised by the FCS. Temperature Detector (RTD) input (PT100) etc. The input/output electronics
separate port and starboard power supplies and the port and starboard FCS However, if the data is not saved and the system should require a re-boot, this convert various monitoring signals into data signals which are monitored by
units are separately sited in secure rooms. Each FCS is supplied by two new set point will be lost as the old setting would be re-entered. The new set the system for alarm level readings, etc. They also convert data control signals
separate power supplies and utilises two separate communication buses. point should be saved prior to a system back-up. from the operators and the system into actuator control signals (4-20mA/on/off
control signals etc).

Illustration 3.1.1b DCS Uninterruptible Power Supply Distribution
63A CB41 CB42 CB43 CB44

WHEELHOUSE
ECR Console 16A 16A 16A 16A ENGINE CONTROL ROOM
WH - HIS
Back Up Power Supply Central Control Room Console UPS 700
19" 19" 01 - 56
(from R - DCS - UPS)
Back Up Power Supply Central Control Room Spare
Console (from R - DCS - UPS) Modem
Central Control Room Console 19"
63A CB31 CB32 CB33 CB34 CB35

19" 19" 19" 19"
16A 16A 16A 16A 16A RPT - RPT PRT 19" MACH - ENG
01 - 63 UPS 700
COMM - HIS Modem

01 - 58 P - MA - HIS TRAINING
01 - 61
CENTRAL CONTROL ROOM HIS LASER
63A CB31 CB32 CB33 CB34 CB35 CB36 CB37 CB38 CB39 CB40 CB41
Central Control Room Console 16A 16A 16A 16A 16A 16A 16A 16A 16A 16A 16A
Wheelhouse Screens
CHIEF Spare
ENGINEERS'
OFFICE
19" 19" 19" 19" ELECTRICAL

19" 19" LASER
H - COPIER AL - PRT EQUIPMENT
PRINTER
ROOM
E - NET ENG - HIS MACH - HIS CARG - HIS CARG - ENG
REPEATER 01 - 60 UPS 700
01 -57 01 - 59 01 - 64
ELECTRICAL EQUIPMENT ROOM
40A 40A 40A 40A 32A 40A 40A 40A 20A 40A 40A 40A 40A 32A 32A 40A 40A 40A 32A 20A 20A 20A
Radio Packaging
F32 F33 F35 F34 F42 (MIKADO)
L - DCS - UPS
Spare Spare F21 F22 F43 F23 F24 F25 Spare F26 F27 Spare F28 F44 Spare F29 F30 F31 F45 F36 F37 F38
FCS EXP
S - CARGO 230VAC
S - CARGO
C - Radio FCS FCS FCS FCS FCS FCS FCS 24VDC
01 - 43 P - CARGO 230VAC/ 230VAC S - MACH P - MACH
P - MACH P - BLR P - BMS 24VDC S - BLR S - BMS
C - SMS 24VDC 24VDC
02 01 - 44 01 03 05 06 P - MACH 04 07 08
CARGO
L L L L L L 24VDC L L
24VDC L
ENGINE
63A CB41 CB42 CONTROL
ECR Console (Starboard) 16A 16A S - MA - HIS PRT
ROOM 19" 19"
01 - 62
STARBOARD LOW VOLTAGE SWITCHBOARD ROOM
40A 40A 40A 32A 40A 40A 40A 20A 40A 40A 40A 40A 32A 40A 40A 40A 32A 20A 32A 20A 20A
R - DCS - UPS F32 40A F33 F35 F34 F36 F42 F37 F38
Spare Spare F21 F22 F43 F23 F24 F25 Spare F26 F27 Spare F28 F44 F29 F30 F31 F45 Spare Spare Spare Spare
230VAC 230VAC
FCS FCS FCS FCS EXP FCS FCS FCS FCS 24VDC
P - MACH P - BLR P - BMS 230VAC P - CARGO S - CARGO S - CARGO 24VDC S - MACH S - BLR S - BMS
24VDC S - MACH
03 05 06 02 P - MACH 04 07 08 24VDC
CARGO 24VDC
R R R 24VDC R 01 R R R R R R


These units contain the distribution boards which use the outputs from the Each unit has the capacity to supply the entire system, hence the failure of one c) This would require a further check of the faulty FCU as follows:
redundant power supplies (converted to 24V DC) to feed circuit breakers UPS would not cause the loss of system operation, only the loss of duplicated Click on the words ‘Not ready’ and the FCU status screen is
which supply the termination boards (the ‘wago’ boards). These boards supply HIS units in the ECR and CCR. displayed.
isolated power supplies to all the field equipment (the actuators, sensors,
starters, etc). Each I/O module nest in the FCS is connected to a wago board in If the mains or emergency supply was lost, the UPS units have the capacity to d) The status screen shows a representation of the card layout in
the marshalling cabinet. The wago boards connect to the cabinet terminations supply the DCS system for a minimum of 30 minutes. Any faults such as static the FCU cabinet. The left hand card is the power supply (PSU),
providing power to the field equipment directly or via relays. switch fault, battery fault, inverter fault etc, would raise a common UPS failure the next card is the RIO bus and then the CPU. The second PSU,
alarm via the DCS system. RIO and CPU are located next to those cards. The monitored
V-net connections are also displayed. Should any of these items
Bus Networks
fail their icons will change to red, indicating not ready.
Subsystems
The system uses three types of communication bus, the V-net, the E-net and
ethernet type. The DCS system is interfaced with the following sub-systems via MODBUS e) Also displayed on the status screen are temperature indications,
link: cooling fan status and battery status. This battery status refers
The V-net bus provides communication between each FCS, HIS and to the battery situated in the PSU. If the battery fails, it should
Custody Transfer System (SAAB Marine)
communication gateway (ACG). Communications can be read/write, message be replaced immediately otherwise there would be no ‘back-up’
type or link-level transfer (broadcast). The V-net is duplicated and each takes Cargo Tanks Level System (Whessoe) time available in the event of a total power loss.
the form of an open ended bus with bus terminators at each end. Each bus Inert Gas Generator (Hamworthy)
transmits alternately and if one bus fails, the other bus takes over. The bus f) The nodes are displayed at the bottom of the status screen which
cabling for each V-net takes a separate route from the other to avoid the Extension Alarm System (Total Automation)
also have PSU, fan and temperature alarms. Above these are
possibility of damage to both buses at the same time. Integrated Navigation System (Navintra) boxes that will indicate if an I/O card has failed.
Ship Performance Monitor (KYMA)
The E-net is an information Local Area Network (LAN) fitted internally to the g) The SYSTEM screen has two parts, the second part is accessed
DCS which connects each HIS to the other HISs and EWSs. The E-net enables Power Management System (ABB) via the NEXT PAGE key.
the transfer of data files between HISs, the display of data on other HISs and
printing to any system printers. The E-net is a single bus, but a loss of the E-net The DCS system is also interfaced with the following sub-systems via h) The bottom right hand blocks on this screen are for the HIS
would not affect the control functions of the DCS. ETHERNET interface: units and the EWS units. The HIS/ECS graphic outlined with
Radio Paging System (Alphacom) a white box is the HIS station the operator is currently using.
The ethernet is an information sharing LAN which connects the HIS to the The operator would click on that icon for an HIS station status
external computer sub-systems such as the ship management system. It also Ship Management System (Hyundai) screen.
connects other sub-system computers via gateways (ACGs). The ethernet is not Loading Computer (Techmarine)
duplicated and therefore no redundancy is provided in the case of a failure. i) From this HIS status screen, the V-net configuration, the two
mirrored hard drives, power supply unit and CPU status for that
The communication gateways are protocol converters which link two different System Self Diagnostic HIS are shown. Any printers attached are also indicated.
networks or computer systems, eg, between the V-net, E-net, ethernet and The DCS is a self-monitoring system and any faults are immediately reported
computer sub-systems. to the operator via a system alarm whose sound differs from the standard alarm j) Alarms are indicated on the left of the screen. In the top right
tone. To check the DCS system, use the following procedure: hand corner of the screen is an operation group box and an alarm
The UMS extension alarm system communication link with the DCS system is summary box which indicates which alarms are monitored.
required in order to use the UMS facilities. There is a redundant modbus link a) Access the system screen on any HIS keyboard by pressing
between the DCS and UMS systems to provide duplication via two gateways the SYSTEM key, a screen is displayed consisting of boxes, Saving a DCS System Back-Up File
and there is a dual profibus provided between the extension alarm panels these represent the FCUs and the labelled boxes are the ones in
themselves. use on this system. These FCUs will have the word ‘Ready’ in It is good practice to regularly save a copy of the system program and settings.
green text indicating that they are operational and running on A DAT tape and a streamer tape will be required, as previously explained.
the FCS. A system back-up would be performed by the Chief Engineer who has the
UPS Units and DCS Power Distribution
necessary procedures and tapes required.
There are two main UPS units, No.1 L-DCS-UPS and No.2 R-DCS-UPS, b) Should any of the components fail on any FCU, then the text
located in separate compartments. No.1 is fed from the emergency switchboard ‘Not Ready’ will appear in red in the relevant box.
and is located in the electrical equipment room and No.2 is fed from the main
switchboard and is located in the LV switchboard room. Each UPS unit
provides power for all the FCS units and specific HIS units.


Illustration 3.1.2a DCS Human Interface Station Keyboard
MODE VOLUME
OFF
ON
ENG
TRACK BALL
/ MODULE
SHIP FEED MAIN FO & GAS WATER FO, DO & COMPRESSORS NITROGEN
STEAM BOILERS LO SYSTEMS CARGO BALLAST SAFETIES MISCELL
OVERVIEW SYSTEMS ENGINE SYSTEMS SYSTEMS & HEATERS & INERT GAS
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
WHEELHOUSE
ELECTRICAL ALTERNATORS MISCELL SAFETY
17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32
SYSTEM COPY AUX HELP ?
_
+ ~
ESC 1 2 3 4 5 6 7 8 9 0 - = ' \` BS
{ }
TAB Q W E R T Y U I O P [ ] DEL
A S D F G H J K L : " RETURN ITEM

CAPS LOCK ; '
SHIFT Z X C V B N M < > ? RETURN

SHIFT NAME
, . /
CTRL ALT
SHIFT SPACE ALT CTRL EXT CL
YOKOGAWA


Illustration 3.1.2b Human Interface Command Station Keyboard Keys
FEED MAIN FO & GAS

STEAM BOILERS SYSTEMS ENGINE SYSTEMS
The OVERVIEW ALARM PANEL key. This key calls up the lowest alarm page with unacknowledged alarms.
2 3 4 5 6
Access to Overviews
The GROUP CONTROLLER PAGE key. If the user has accessed a faceplate or controller that has other
Circulate key. controllers within its group, pressing this key displays the other controllers that are part of the group.
Window Erase key. The TUNING PANEL key. When the user has accessed a process controller and called up a faceplate,
this key accesses the tuning panel for that controller. The tuning panel displays the settings and parameters used.
AUX AUX key.

The TREND key. This key accesses the trend feature, these are basically graphs showing a process over a time
period. These trends have been predetermined and grouped so that several associated elements are monitored
on the same trend display window.
The NO or CANCEL key. Usage example: When the user changes a parameter, the user is asked to confirm Yes/No.
To cancel this request or confirm a NO decision the user clicks on the NO icon or presses this key.
The GRAPHICS/PROCESS key. This key returns the user to the last process display screen.
The YES or ACCEPT key. Usage example: When the user changes a parameter, the user is asked to confirm Yes/No.
To accept this request or confirm a YES decision the user clicks on the YES icon or presses this key.
The ITEM key. When the user is operating a controller on a faceplate, the ITEM (or parameter) may be changed or the
ITEM setting altered using this key. The PROCESS REPORT key. This can be used to produce a report from the DCS system pertaining to the current
screen display process.
The ALARM PAGE key. This key takes the user directly to the alarm page. The key has a red LED
embedded to indicate if an alarm is current. The display indicates the most current alarm at the top
of the page, 20 alarms to each page with a maximum of 200 alarms. A green key signifies that it must be
HELP The HELP key. pressed with another key to carry
out a particular function.
? The OPERATOR GUIDE MESSAGE key. This key is not used in this vessel's application. The TARGET key. This allows the user to change a value on a faceplate.


Illustration 3.1.2c Human Interface Command Station Keyboard Keys
The ACTION key. This key functions as a DO key, ie, press this key to carry out a highlighted command etc
The UP and DOWN arrow keys. These keys are used to alter a controller set point or operate a faceplate
ON/OFF switch (up or down). These keys are also used in conjunction with the green FAST UP/DOWN keys.
The ALTER CURSOR operation key.
The SCROLL key. This is a 4 way cursor key which will move the cursor around the screen to the next/nearest
available switch, motor or process etc with an accessible faceplate. The faceplate is then displayed by pressing The BACK PAGE key. Allows the user to move backwards through the screen display pages in numerical order.
the ACTION key directly below this cursor key on the keyboard.
The FORWARD PAGE key. Allows the user to move forwards through the screen display pages in numerical order.
SYSTEM The SYSTEM key. This key takes the user to the DCS system page, allowing a view of the status of the system.
CL The CANCEL key. Pressing this key will cancel the current operation and also delete the entry area.
COPY The COPY key. This key is used to send a copy of the left hand screen to the video printer. This key can be used from any ICS.
The CASCADE key. When this key is pressed with the AUTO key, the selected controller's operation
will change to the cascade mode.
Navigator Window call key.

The MANUAL key. This key is pressed to change the mode of a controller or pump/motor's control mode to manual.
The AUTOMATIC key. This key is pressed to change the mode of a controller or pump/motor's control mode to automatic.
Upper Sibling Window call key. This function can also be used with the cascade function.
The STOP/ACKNOWLEDGE flash key. When a process alarm occurs, a box flashes around the alarming parameter,
Parent Window call key. Pressing this key cancels the flashing. If the alarm has cleared, a green box flashes which can also be cancelled with this key.
The ALARM ACCEPT key. When an alarm is raised, the audible alarm will sound. Pressing this key will silence this alarm.
Lower Sibling Window call key.


3.1.2 OPERATOR STATIONS There are two keys provided with the keyboard, one for level 1 access (labelled Printers
OP) and the other for level 2 (labelled with an X). There are 5 printers connected to the system.
Description of System Functions and Operation At the rear of the keyboard is a volume control for the keyboard alarm which The ECR has 2 line printers:
sounds in conjunction with the engine room or CCR alarm. The speaker for
When an acquisition unit (sensor etc) detects an alarm condition, the alarm this alarm is located at the top right hand side of the keyboard. • One alarm line printer connected to the port machinery HIS
is identified by a flashing indicator on the graphic display. The alarm is then
displayed and a buzzer sounds. The alarm logging printer then automatically • One report line printer connected to the starboard machinery
All keyboard functions on a dual monitor HIS station refer to the left hand HIS
prints out the alarm details. By pressing the flashing alarm indicator, more monitor under normal conditions.
detailed alarm information is shown.
The CCR has 3 printers:
Detailed information related to any sensor, concerning alarm or normal status Key Functions • One report line printer connected to the cargo and machinery
data, can also be shown on the display or printed on the system printers on The keyboard has two blocks of numbered programmable keys on the upper HIS
demand. Any analogue sensor may be presented as a trend curve using the half. The lower half consists of conventional letter keys and a block of special • One hard printer connected to the machinery HIS
trend facility. function keys. The programmable keys are labelled as to which overview
screen display they enable access to. • One alarm printer connected to the cargo HIS
Selected sensors may be logged automatically at a fixed time interval on
the printer. The system is able to display a number of the latest alarms or all The first programmable key is labelled SHIP OVERVIEW. The keys and their Only the machinery HIS can print to the ECR printer. This printer is mainly
currently active alarms. use are as follows: used for printing out screen shots of any system process mimic screen. The
operator presses the COPY key on the HIS keyboard to reproduce the current
The logging printer and display record all status changes, such as ‘alarm SHIP OVERVIEW (left hand) screen via the alarm printer.
acknowledgement’ and ‘alarm condition cleared’. The system will return to Pressing this programmable key will display the main overview screen,
normal when all alarm conditions have been cleared. OV0001 which consists of the 18 systems overview screens available on the In the ECR and CCR, the printers are normally set up so that one printer
DCS. is automatically printing alarms and events while the other is available for
printing reports and data as requested by the operator. Printer redundancy is
Introduction provided so that any printer can be configured to carry out any task. This is
STEAM, BOILERS AND FEED SYSTEM etc
Pressing any of the programmable keys will give a display indicating all the carried out from the HIS system maintenance screen.
Operation and monitoring of the machinery via the DCS is carried out from the
human interface stations (HIS). Each HIS consists of either one or two graphic graphic display screens available for that particular system. Illustration 3.1.3b
shows the overview screens hierarchy of the DCS and the graphic display The alarm and event printers are set to record every process alarm and also
display monitors, a computer, a specialised keyboard and a trackball unit. every ‘alarm recovery’ event, ie, the time when the process item went back to
pages available under each overview screen for the machinery section systems.
The name of the process display page is given as well as the mimic number. normal.
The HIS Keyboard
The keyboard keys and their functions are shown in illustrations 3.1.2b and An operator can print a current process or history report on a line printer by
The HIS keyboard is greatly different from a normal computer keyboard.
3.1.2c. clicking on the ‘Print’ soft key icon displayed in that screen display.
Many of the keys have no labels or text, merely symbols. Some of the keys are
not used in this system’s configuration.
The report printers also print DCS system alarms independently of the alarm
printer.
At the top left of the keyboard there is a keyswitch, which has 3 positions:
• The OFF position or with the key removed: The system will The normal printer configuration is as follows:
recognise the user as an operator or user without any authority
• CCR alarm printer: Cargo process alarms
to change certain parameters in the system (alarm set points for
example). • CCR report printer: Cargo events and reports
• The ON position: The user is recognised as having ‘level 1’ • ECR alarm printer: Machinery process alarms
access authority. This access level allows the user to change • ECR report printer: Machinery events and reports
certain parameters such as PID controller settings.
• CCR hard printer: Screen dumps by user request
• The ENG position: The user is recognised as having ‘level 2’
access authority. This level provides complete access to update
parameters and change the operating mode of the HIS (the
operating modes are explained further on in the section).


Illustration 3.1.3a DCS Screen Display
T30-402-01 DIESEL ALT. Mimic Identification Number
Screen Mimic Title Bar GROUP 1 TREND 1 DIESEL GENERATOR HIDE
TRIP - JCW TEMP HIGH HIGH OIL MIST HIGH JWC PRE-HEAT UNIT FAILURE GENERATOR ST-BY FAIL AVERAGE EXHAUST 364 c
1TSHH4026
1XS5531
3XS4005 1XS4040 TEMPERATURE
OIL MIST DETECTOR FAILURE
TRIP - JCW TEMP HIGH HIGH 1XS5530 SAFETY STOP CIRCUIT FAIL GENERATOR START FAIL
Alarms Area
1PSLL4072 LUB OIL FILT. DIFF. PRESS. HIGH 1XS4014 1XS4041 T.C EXH GAS OUT TEMP
TRIP - ENGINE OVERSPEED 1DPSH4070
CONTROL POWER FAILURE GENERATOR PLC SYS ERROR 402 c 1TI4020
1SSH4002 PRE LUB OIL LEVEL LOW 1XS4015B 1XS4042
T.C EXH GAS IN TEMP
1LSL4070
TRIP - OIL MIST HIGH HIGH GENERATOR CYL LUB N-FLOW
1XSS531B
GENERATOR JET SYSTEM FAILURE 1/2HA4015
STAND BY FAILURE
1XS4043 444 c 1TI4019
1XS4028A
GENERATOR EM'CY STOP GENERATOR TACHO FAILURE GAS OIL LEAK
1XS4039 1LSH4061
1XS4028B
Shortcut Soft Key Icon to STARTING 1PI4041 23.1 bar

Related System Screen Mimic AIR 1TI4012 1TI4014 1TI4016 1TI4018
Emergency Shutdown
1TI4011 1TI4013 1TI4015 1TI4017 Shortcut Icon
GAS OIL 4.1 bar WINDING TEMPS 35 c 343 c 371 c 383 c 341 c 380 c 373 c 361 c 360 c SHUTDOWN
1PI4061 R S T
1TI4111/A/B/C 53 54 55 c
1TI4021 52 c AIR TEMP
ON LOAD DIESELGENERATOR
715 RPM
1SI4002
83 A CURRENT 66 c Related Temperature
87 c 1TI4025
1TI4030
751 kW LOAD Read Out
Bearing Temperature
Read Out
60 c FW OUTLET TEMP
1TI4031
0.79 PF POWER FACTOR 10219 RPM
1 2 3 4 5 6 7 8 1SI4001
WATER LEAKAGE
1LSH4025
TURNING GEAR
MOTOR
Shortcut Soft Key Icon to M
Supply System Screen Mimic CENTRAL F.W FW INLET PRESS 4.89 bar 1PI4025
(Central Fresh Water Cooling) COOLING 1K4050
LUBRICATION OIL CHARGE AIR CONTROL SELECT

Equipment Status PRIMING P/P PRESSURE 1.13 bar CYLINDERS PUMP PMS1 PMS2 SELECTED PMS2 REMOTE READY
1PI4071
1P4070 TEMPERATURE 62 c PRESSURE 0.47 bar RUNNING HOURS
Related Equipment 1TI4071 1PI4042 FULL AUTO NOT AVAILABLE START STOP 1551 h
Machine Status
(Lubricating Oil Priming Pump)
PPL71A
TEMPERATURE 33 c
1P4072
TEMPERATURE 62 c ACCUML. LOAD
AUTO 1TI4072 1TI4042 AUTO AUTO MANU 1417 KWh
Information/Status Window
NORMAL 1LSH4071 SUMP LEVEL HIGH
ENGINE ON LOAD START STOP
1LSL4071 SUMP LEVEL LOW ALARMS REPOSE 1XS4000K
Shortcut Soft Key Icon to No.2 TURBO No.2 TURBO DIESEL EMERGENCY NO.1 TURBO NO.1 TURBO
Related System Screen Mimic ALT.MONITOR ALT.SERVICE ALTERNATOR D/G ALT.MONITOR ALT.SERVICE
Related Equipment
(Cylinders Lubricating Oil Pump) Control Mode
Icon - Access to Control Faceplate


3.1.3 SCREEN DISPLAYS, ALARMS AND MONITORING Display Facilities System Colours
At the bottom of the screen display are a row of soft key icons, which when Each of the systems’ piping is represented by a different colour dependant on
Screen Layout clicked on will take the user to the graphic or function screen described. The the fluid or medium carried in that system:
soft keys change depending which graphic/function screen is being displayed
All graphic screen display pages have a similar layout with the standard screen • Methane/LNG (liquid): Magenta
at the time.
layout shown in illustration 3.1.3a. • Methane/LNG (vapour): Magenta dotted
In the top left corner of the screen are flashing indicators displaying system Moving Between Screens • Superheated steam: Blue
messages and the most recent alarms. Each of the graphic screen displays has a mimic identification number as • Desuperheated steam: Blue dotted
shown on the diagram. The numbers have no rank order, they are simply • Condensate: Yellow
The date and time are displayed in the top right hand corner and beneath this is the order in which they were originally devised. Any graphic screen display
a number which identifies the page currently on display (mimic identification number can be accessed by simply typing in the number, eg T30-402-01, and • HP feed water: Yellow
number). Using the FORWARD or BACK page keys (as previously described) pressing the ENTER key. • Fresh water system: Yellow dotted
takes the user to the next page or the previous page in the system.
• Sea water: Green
The TREE key is used to work backwards from a graphic screen through the
Beneath the mimic identification number is a ‘HIDE’ icon button. Clicking on hierarchy tree. When a graphic screen is displayed pressing this key will take • Nitrogen and inert gas: Light blue
this icon toggles the alarm points between visible and hidden (or invisible). the user back to the system overview display. If the key is pressed again while
• Air: Violet
the system overview screen is being displayed the SHIP OVERVIEW screen
Operation will now be displayed. A further press of the key results in an audible and • Heavy fuel oil: Orange
visual alarm indicating that this is an invalid keystroke. • Diesel: Orange dotted
Although any HIS operation can be achieved using the keyboard, once a user is
familiar with the normal operation of the HIS, operation will mainly be carried • Lubricating oil: Orange/cyan
The user may also move around the screen displays by using the FORWARD
out using the trackball device. The trackball manipulates a pointer around the
PAGE and BACK PAGE keys which will take the user through the displays in • Hydraulic oil: Yellow dotted
screen. This trackball has four buttons, but only the bottom left button is used.
numeric order.
The button’s operation is similar to the left hand button of a normal mouse, • Bilge water: Green/yellow
ie, to select or ‘carry out’. Any instruction references to clicking on an object
refers to pressing this button. Graphic Screen Display Arrangements The running pumps are shown in the same colour as the process and the
Underneath the current date and time in the top right hand corner of the screen inactive pumps are shown in white. Any valves in a system process follow
As the trackball is moved, a green outline of a hand with a pointing finger is the mimic identification number, T30-402-01 in the above illustration. The the same pattern. If the valve is open, its colour is the same as the process and
moves around the screen. This pointer is able to move between the 2 screens title of the graphic display screen is given in the title bar at the top of the when closed, its colour is white.
of an HIS. Whenever the pointer moves across an item that has an operation or screen in this case the ‘DIESEL GENERATOR’. The generator has to be can
a viewable window, it will change to a solid green colour. The user then clicks be started or stopped by using the 'START/STOP' access icon. Clicking on
and a FACEPLATE window is displayed in the bottom right hand corner of this icon will display the control faceplate. Soft keys appear at the bottom of
the screen. Items of machinery, valves, pumps, etc, are controlled from these the screen which indicate other graphic screens available within a particular
windows. overview group. In this instance the soft keys can be used as short cut keys to
associated system screens.
The pointer also indicates where there are shortcuts to other related screen
displays. Grey text boxes with the name of an associated system appear on
some graphic screen displays, eg, STBD BOILER, as the pointer passes over
one of these boxes the pointer will turn to solid green. If the user now clicks
on this box it will take them to the associated graphic screen display, in this
case the starboard boiler.


Illustration 3.1.3b Machinery Screen Display Hierarchy
SHIP OVERVIEW
OV0001
Feed Systems Main Engine FO & Gas Water Systems FO, DO & LO Electrical Alternators Miscellaneous Safety Wheelhouse
Steam Boilers
OV0004 OV0005 Systems OV0007 Systems OV0009 OV0019 OV0010 OV00011 OV0020
OV0002 OV0003
OV0006 OV0008
Desuperheated Port Boiler Stb'd Boiler Auxiliary Main Engine Forcing Main Circulating Aft FO Storage Electr. Distribution Diesel Steering Wheelhouse
Steam BMS BMS Condensate Sys. Overview Vaporiser Scoop System & Transfer Switchboard Control Alternator Gear Ships Side Valves Screen
T30-407-01 T30-452-04 T30-452-03 T30-412-01 T30-405-07 T30-425-01 T30-408-02 T30-415-01 T30-401-01 T30-402-02 T30-406-01 T30-408-04 T30-439-01
Superheated Port Boiler Stb'd Boiler Condensate Bearing Low Duty Sea Water Bunker Power Management Emergency Domestic Water Foam/ Navigation Engine
Steam Safety Chain Safety Chain System Temperature Heater Service System Loading System Diesel Generator Services Hi Fog System Alarms
T30-407-02 T30-452-10 T30-452-09 T30-412-02 T30-405-01 T30-426-01 T30-408-03 T30-415-02 T30-401-02 T30-403-01 T30-410-01 T30-418-01 T30-439-03
Port Boiler Stb'd Boiler Main Lubricating Oil No.1 Low Duty Lubricating Oil Electr. Distribution No.1 Turbo Alt. Compressed Vap Overview &
Bilge System 3,3Kv Consumers Fire & Safety
Combustion Combustion Condenser System Gas Compressor T30-409-01 Purification System Monitoring Air Systems W/H Authorisation
T30-452-02 T30-412-03 T30-405-03 T30-428-01 T30-417-01 T30-401-03 T30-404-01 T30-413-01 T30-418-02 T30-439-05
T30-452-11
Port Boiler Stb'd Boiler Feed Main Engine No.2 Low Duty Evaporators Lubricating Oil Switchboard No.1 Turbo Alt. Domestic Engine Room
Firing Sequence Firing Sequence System Mimic Board Gas Compressor T30-410-02 Transfer System Protection & Alarms Services Refrigeration Gas Detection
T30-451-03 T30-451-02 T30-453-01 T30-405-04 T30-428-02 T30-417-02 T30-401-04 T30-404-02 T30-414-01 T30-429-02
Stb'd Blr Soot Port Boiler Soot Water Analysis Main Engine Combustion Central FW Blackout & No.2 Turbo Alt.
Blowers Seq. Protection Gas Supply Cooling System Restart Control Monitoring Incinerator Emergency Stops
Blowers Seq. Chemical Injection T30-415-03 T30-445-01
T30-454-02 T30-454-04 T30-452-08 T30-405-05 T30-451-01 T30-410-03 T30-401-05 T30-404-03
Port Blr Warming Main Engine Gas Firing Fresh Water Blackout & No.2 Turbo Alt. Extension Alarm
Stb'd Blr Warming Cooling Bow Thruster
Through Seq. Through Seq. Control Oil System Safety System Restart Seq. Services System
T30-405-06 T30-451-05 T30-410-04 T30-401-06 T30-404-04 T30-420-01 T30-499-01
T30-454-03 T30-454-05
Stern Tube Lub. Oil Fuel Oil Fire Pump Transformer Machinery
Boiler Overview System Service System System Temperature Ind. Ventilation
T30-452-13 T30-446-01 T30-452-01 T30-447-01 T30-401-06 T30-440-02
Boiler Water
Level Control Air Conditioning
T30-452-07 T30-440-04
Dump/Gas Burning Ship Performance

Limit Control Monitor
T30-452-12 T30-448-01
Soot Blowers Machinery

T30-454-01 SHIP OVERVIEW Miscellaneous
OV0001 T30-419-01
FD Fans & Pump Auto

Air Heaters Standby
T30-452-06 T30-419-02
Boiler Burner
Fuel Oil Backup
T30-451-04
Cargo Ballast Compressors & N2 & Inert Gas Safeties Miscellaneous
Atomising Steam OV0013 OV0014 Heaters OV0015 OV0016 OV0017 OV0018
T30-452-05
Note: To see the graphic display screens available under the above OverView screens see the Cargo Operating Manual Illustration 3.2.3b


Alarms and Monitoring This procedure can be followed for a variety of other searches. Alarm Handling
The DCS system continuously monitors every single process alarm channel
for every system. When a process value moves out of the set point limits, an The user can return to the process screen at any time by pressing the Alarm points are any system inputs such as sensors, switches, high/low limits
alarm is raised. The user may monitor any process at any time by calling up GRAPHICS/PROCESS key. etc that can be supervised by the alarm handling section of the DCS system.
the system mimic display screen. These alarm points will basically either be OK (measured value within
acceptable limits) or not OK (measured value outside acceptable limits) ie, in
Alarm Messages Description and Explanation alarm or not in alarm.
The group of programmable keys at the top left on the keyboard have alarm
lights next to them. If these keys are pressed, a series of boxes representing Alarm Status Name/Description
the group’s individual graphic screens is displayed in either a red or green The alarm screen display can be accessed and displayed on the left hand screen
NR Normal status: No alarm by pressing the ALARM key.
colouring. Red means that an alarm is present on that page, flashing red means
that there is an unaccepted alarm on that page. Green means that all alarms OOP Output open: Output fault
are clear on that page. The layout of these group alarm screens are a direct IOP High input open alarm: The input card is faulty or the input
representation of the graphic screen display tree. The alarm screen displays all the active alarms which have not been
value is higher than the high level limit
acknowledged or accepted. To acknowledge an alarm means that the audible
IOP- Low input open alarm: A line break on the analogue input or alarm and the flashing indication have been stopped.
Alarm Symbols the input value is lower than the low level limit
Any alarm on the system has a different colour depending upon the nature of HH High high alarm: The analogue input has reached its very The initial silencing of the audible alarm and the cancellation of the flashing
the alarm: high threshold indication can be carried out in several ways:
• Green: Normal LL Low low alarm: The analogue input has reached its very low • On the screen with the active alarm, press the STOP BUZZER
threshold key.
• Magenta: I/O fault. The input or output is open circuit, out of
range or has an I/O module problem HI High alarm: The analogue input has reached its high
• Red: High priority threshold • If the screen with the active alarm is on the right hand monitor,
LO Low alarm: The analogue input has reached its low threshold press the ACKN key.
• Yellow: Low priority
• White: Warning PERR Undefined answerback alarm: An undefined state on a logic
function block (usually a conflict, eg, open and closed limit • If the alarm page is on the right hand monitor, press the ACKN
switches making/breaking at the same instance) key (this will clear all alarms that are no longer active).
Masked Alarms
CERR Computational error alarm: Computation error block • The alarms may be acknowledged individually by clicking on
If any alarms have been masked inadvertently or by a previous user, they may the ACKN W soft key on the screen display.
not be apparent to the present operator as the information is not displayed DV + Deviation alarm + : Deviation threshold reached
on the alarm screen, only on the graphic that contains that alarm. A list of all DV - Deviation alarm - : Deviation threshold reached • If the alarm screen is requested when an alarm is raised, the
alarms that are masked can be displayed by following this procedure: relevant screen containing the alarm may be called up quickly
VEL + Velocity alarm + : A positive slope alarm on the measurement by clicking the alarm on the screen. This will call up the graphic
a) The user calls up the process report screen by pressing the VEL - Velocity alarm - : A negative slope alarm on the measurement display for that alarm.
PROCESS REPORT key.
ANS + ON answerback error alarm: A time delay discrepancy If the alarm screen is displayed on the right hand monitor, clicking on an alarm
between the control and the answerback (with control MV=2 will bring up the relevant graphic screen display on the left hand monitor. This
b) This will bring up a window containing report configuration,
and answerback PV=0) keeps the alarm screen in view on the right hand monitor and can be useful if
information and soft keys. The user should click on the MORE
soft key icon at the bottom of the screen. This calls up a process ANS - OFF answerback error alarm: A time delay discrepancy the user is moving between alarmed screens.
report search screen. between the control and the answerback (with control MV=0
and answerback PV=2) The user can return to the process screen at any time by pressing the
c) The process report search window contains asterisks in most GRAPHICS/PROCESS key.
MHI Output high alarm: A crossing of the output upper threshold
of the fields. In the MESSAGE field, the user should enter the
word ‘AOF’ and then click on the DISPLAY soft key icon. This MLO Output low alarm: A crossing of the output lower threshold
Delays
enables a search of the DCS for any AOF messages. All the INT Interlock alarm: A function block interlock condition active
masked alarms will then be displayed in a list format. For every alarm point, the time delay before the alarm is raised can be specified.
CNF Connection failure alarm: A function block failure (connected This is used, for example, in the case of level sensors in tanks, where the ship’s
to this block) movements would otherwise cause the level alarms to be spuriously raised.
ALM Annunciator alarm: The annunciator is in the alarm state


Illustration 3.1.4a DCS Faceplate Window: Motor and Valve Control
VALVE IS CLOSED VALVE IS CLOSED VALVE STARTS VALVE HAS REACHED

TO MOVE OPEN POSITION
Operator Clicks Valve Has Moved Off (Feedback Matches

Open 'Closed' Limit Switch Command)
1 IMO2106 1 IMO2106 1 IMO2106 1 IMO2106 2P7001 3WB

Tag No. 1 IMO2106 1 IMO2106 1 IMO2106 1 IMO2106 2P7001
BLR FD WTR BLR FD WTR BLR FD WTR BLR FD WTR
Valve Name Pump Name
3WB P/P
INLET VALVE INLET VALVE INLET VALVE INLET VALVE
Tag Mark
Mode Alarm Mode
(Loop Status) AUT NR Status (Normal) AUT NR AUT NR AUT NR (Loop Status) MAN NR
NR NR NR NR NR
100.0 100.0 100.0 100.0 100.0
OPEN OPEN OPEN OPEN START
Operator's Actual Position

Request/ (Feedback from
Command Limit Switch)
CLOSE CLOSE CLOSE CLOSE STOP
Valve Position
0.0 (Feedback from
0.0 0.0 0.0 0.0
Limit Switch)
MOTOR CONTROL FACEPLATE WINDOW

Faceplate for
Data Entry
(FV, MV, SV)
VALVE CONTROL FACEPLATE WINDOWS

(Showing Open/Close and Command Indication)


3.1.4 CONTROL AND OPERATION OF EQUIPMENT (Note: On some faceplates the red square is replaced by a yellow square Faceplate Windows for Motors and Pumps
which operates exactly the same.)
Control Mode The layout of a pump/motor faceplate is similar to that of a valve. A
On the open and closed soft key icons is a green circle on the right. This symbol straightforward single speed motor has 3 soft key icons:
To indicate that a control valve is in the manual mode it has a white box around shows the actual feedback from the valve position indicating switches.
it. A box containing the automatic start function of the pumps is located next • Start/run
to it. • Unused
Valve Operation: Indication and Movement
• Stop/off
The state of a pump is indicated in the related graphic box. The state of the
pump can be changed by calling up the faceplate. To put a pump into the The operator requests a valve in the closed position to be opened:
standby mode first select AUTO via the pump faceplate and then select AUTO The red ‘command’ rectangle on the left hand side and the green ‘actual’
via the pump standby facility faceplate. a) Situation before opening, the green rectangle on the right of the rectangle on the right hand side of the icons have an identical function to those
soft key icons indicate the valve’s actual position, ie, the green indicators on a valve faceplate.
rectangle on the lower ‘CLOSE’ icon is filled in green.
Faceplate Windows
The operator requests a motor in the stopped condition to be started:
To control a pump, valve or controller, the user must first call up the associated The rectangle on the left of the lower ‘CLOSE’ soft key icon is
faceplate window by clicking on the item’s graphic symbol. filled in red to indicate the original close command. a) The green rectangles on the right of the soft key icons indicate
the motor’s actual condition, ie, the green rectangle on the lower
The faceplate contains information about the pump, valve, etc, that it controls. The rectangle on the ‘OPEN’ soft key icon is greyed out. The ‘STOP’ icon is filled in green.
The first item of information is the specific Tag number, this is the address of green middle position rectangle is greyed out.
the faceplate, motor, controller, etc. There is also an abbreviated description of The rectangle on the left of the lower ‘STOP’ soft key icon is
the item the faceplate is controlling. b) The operator clicks on the ‘OPEN’ soft key icon. The left hand filled in red, to indicate the original ‘STOP’ command.
command rectangle in the ‘OPEN’ soft key icon fills in red, the
At the top left hand corner of the faceplate is a square with a cross that will left hand command rectangle in the ‘CLOSE’ soft key icon is The rectangle on the ‘START’ soft key icon are greyed out.
close the faceplate (standard symbol). greyed out.
The green middle position rectangle is greyed out
An alarm or status indication is also shown and should read NR under normal The rectangle in the lower ‘CLOSE’ soft key icon is still shown
conditions. complete in green while the other two rectangles are greyed b) The operator clicks on the ‘START’ soft key icon. The left hand
out. command rectangle in the ‘START’ soft key icon fills in red,
To open or close a valve requires two clicks on the ‘Open’ or ‘Close’ the left hand command rectangle in the ‘STOP’ soft key icon is
rectangular soft key icon, this is to confirm the action. On the faceplate around c) The actual valve starts to move to the open position and moves greyed out.
the soft keys is a dotted white box. Clicking once on the soft key icon will away from its closed limit switch. The ‘CLOSE’ soft key icon
make the box disappear; however, the open or close action is not carried out rectangle is greyed out and the centre icon green rectangle is The rectangle in the lower ‘STOP’ soft key icon is shown
until the second click. If the second click is not carried out within a short time now full, indicating the valve is in the middle position, ie, not complete in red while the other two rectangles are greyed out.
(5-10 seconds), the white box will reappear. This ensures that the action is not fully open and not closed.
carried out accidentally. c) Until the motor starts, the small graphic indication of the motor/
d) When the valve reaches the open limit switch, the middle pump flashes to represent the start request. The ‘STOP’ soft key
All the machinery items on the screen displays use faceplates to carry out their rectangle will grey out and the rectangle in the ‘OPEN’ soft key icon rectangle is greyed out and the centre icon green rectangle
operation (including emergency stops). The only exception to this is a RESET icon will be full green. is now full, indicating the motor is neither stopped nor running
button, which has a ‘one click’ action. at full speed.
e) The feedback from the limit switches is now the same as the
request and the open command is cancelled. Each valve has a
Valves d) When the motor starts, the middle rectangle will grey out, the
timer for the expected time period required to carry out each
rectangle in the ‘START’ soft key icon will be full green and the
The open or close request/command from the user is shown on the soft key operation. If this time is exceeded an alarm is raised, but the
motor graphic stops flashing.
icons as the red square on the left hand side. This square has two states, filled action is still carried out.
in red or greyed out with a red outline. When a change in valve position is e) The feedback from the motor is now the same as the request and
requested, the square will immediately change to the new requested position the start command is cancelled.
to indicate that the command has been acknowledged and the request is being
carried out. The command will continue until the feedback from the valve limit
switches indicates the valve has taken up the requested position, unless there
is a feedback error.


Illustration 3.1.4b Faceplate Windows: PID Controller
T30-412-02 CONDENS. SYSTEM Mimic Identification Number
Screen Mimic Title Bar GROUP 1 TREND 1 CONDENSATE SYSTEM HIDE

AUX.
CONDENSATE WATER Shortcut Soft Key Icon to
SAMPLING Related System Screen Mimic
Shortcut Soft Key Icon to DESUPER.

Related System Screen Mimic STEAM 1LIC1067 3TI1067
DESUPER.
0.5 mm 63 c STEAM
1st STAGE FEED ASTERN TURBINE
WATER HEATER SPRAY
STEAM DUMP
DSHEATERS
AUX.
CONDENSATE 3LIC1060
11 % 1LCV1067
3LIC1060
MAIN CONDSR
0% 3LCV1060
LEVEL CONT
GLAND STEAM 3TI1066
CONDENSER 47 c
PPM11B MAIN COND.
AUT
AUTO P/P No.2 NR
REMOTE 2PI1061 500
NORMAL OFF
No.2 DISTILLING PLANT 300

MAIN CONDENSER (CONDENSATE COOLED)
PPM11A MAIN COND. 100
MANU P/P No.1
REMOTE 1PI1061
LAH
NORMAL -100
3LSH1061
-300
96.5mm CPLD9C LOW DUTY
3TI1061
c MANU COND. P/P
36 3LIC1060
-500
REMOTE 3PI1061
NORMAL
3AI1061 0.1 PPM
Shortcut Soft Key Icon to FEED MAIN CONDENSATE AUXILIARY WTR ANALYS.
Related System Screen Mimic SYSTEM CONDENSER SYSTEM COND. SYS. & CHEM. INJ.


In the case of a starting problem, the green rectangle will not be filled in the c) This brings up the current value.
‘START’ icon and after a timed period, the rectangle will turn yellow. This
indicates a discrepancy alarm. If the controller is in calibration mode (see the tuning panel
section) or a more accurate view of the input is required, then
If an alarm occurs with the motor, the letters ‘NR’ (normal) will change to the user should press the ITEM key and enter the word ‘RAW’.
‘ALM’ (alarm) and a yellow box around the motor will flash until the alarm This brings up the RAW input value of the PV.
has been acknowledged. If the box flashes green, the alarm has cleared but was
not accepted whilst in alarm. The controller can be changed between manual and automatic by using the
MAN and AUTO keys on the keyboard and confirming the action.
Motor Control
The motor control mode on the main switchboard has 2 positions, SWB for
starting and stopping at the switchboard and DCS for starting and stopping
Cascade Controllers
from the DCS screen. On the DCS screen a motor or pump may have manual
(MAN) and automatic (AUTO) control facilities. If the motor is in the AUTO These controllers operate in much the same way as the standard PID controller.
mode, the letters ‘TRK’ (next to the word MAN) would indicate that for some There is a further option of changing from manual to automatic and then to
reason the DCS is unable to control the unit and the unit is isolated. cascade mode. Once the controller mode is set to automatic, the mode can
be changed to cascade by pressing the green CASCADE key and the AUTO
If a motor is in this mode (in AUTO and on standby) it can only be started by key at the same time. This action then requires confirmation by pressing the
the DCS. The motor must be taken out of the AUTO mode and changed to the CONFIRM key.
MAN mode in order to allow the operator start/stop control.
Certain motors/fans etc will not be allowed to restart until the trip has been
reset. The set value will now be controlled from the MV of the master controller.
The master controller MV and the slave controller SV should be set as
close as possible before changing into cascade mode for a smooth bumpless
Controller Faceplate Windows
changeover.
A typical PID controller is shown in illustration 3.1.4b. From the diagram
it can be seen that the controller is measuring the system temperature and When a controller is in the automatic mode, its graphic has no outline. When a
controlling the valve position with reference to that temperature and according controller is not in the automatic mode its graphic has a white outline.
to the set points.
On the controller faceplate, there are 3 values. The centre of the faceplate is a
solid graph bar, this is the process value (PV). This is the temperature of the
system fluid in this case. The right hand pointer is the set value (SV), this is
the value that the process value is required to be controlled at. The left hand
pointer is the manipulated variable (MV) this is the direct output to the valve,
in this case the percentage open required. It is important that the manipulated
variable is not mistaken for measured value; the term ‘measured value’ should
not be used when referring to the DCS in order to avoid confusion.
To obtain an accurate reading of any of the three values (SV, MV or PV), the
following procedure can be used:
a) The user should click on the diamond block of the faceplate. A

small window is displayed allowing data entry.
b) The user should click on the value to be changed, then type

in the value to be monitored (SV, PV or MV) followed by the
ENTER key.

Illustration 3.1.4c Trending Diagram
09.25.2004 7:15 AM
TG0604 Block:06 Group:04
9/25/2004 7:11:17 AM
1 200 2 200 3 25.0 4 25.0 5 25.0 6 200 7 14.0 8 200
25.0 1 3TI1067. PV
100%
1ST FEED HTR CON
69 Deg_C
2 3TI1063.PV
20.0 AUX CONDSR COND
34 Deg_C
3 3AI1061.PV
MAIN CONDSR OUT
14.3 ppm
15.0
4 3AI1063.PV
AUX CONDSR OUT
0.1 ppm
10.0 5 3AI1064.PV
CONDST DRN POUT
15.2 ppm
6 3AI1062.PV
5.0 CONDENSATE WATER FLOW
3 us/cm
7 3AI1062.PV
CONDENSATE WATER
9.26 ph
0.0
0%
06:01 8 3AI2102PV
01 18:01 20:01 22:01 00:01 02:01 04:01 BLR FEED WATER FLOW
:24 9:24 9:25 9:25 14 us/cm
1 2 3 4 5 6 7 8


Trending - Trend Graphs The user can return to the process screen at any time by pressing the
The trend system allows the operator to track and display curves which follow GRAPHICS/PROCESS key.
the data produced from monitored points. The operator selects which points
are to be monitored for trending and which curves to display. A trend graph
displays the record of the change of data over the course of time. The graphs Controller Groups
monitor one or more (up to 8) process parameters over a predetermined period
Controllers which are directly related in their function or controllers that may
of time. The operator can set the sampling rate and the display times to suit
be useful to control or observe together for reference are grouped together in
requirements. The trend graph window is selected by pressing the TREND
controller groups. These groups can be accessed using the CONTROLLER
key.
key or by typing ‘.CG0001’ for example for the control group 1. Once the
controller group has been accessed the user can use the PAGE key followed by
The various colours used on the graph represent the parameters. The colour
the page number to move to a certain page or scroll up or down by using the
and the parameter description are shown on the right of the graph display.
FORWARD PAGE or BACK PAGE keys.
Operating data is recorded at a scanning period of 10 seconds for 24 hours or
Pressing the CONTROLLER key displays a controller group similar to the
1 minute for 6 days. Fast speed trends will be recorded at a scanning period
one shown above. These groups are unique to each HIS and will have been
of 1 second for 24 hours. The trend graph can be constructed using any of 6
constructed to reflect functions as requested by the operator or they could be
sampling periods and any of 6 recording times.
for a group of controllers that would be useful in an emergency situation. For
example a sequential restart after a blackout as shown above. This controller
The graph is recording in real time. To move back through the trend record,
group shows steps 1 and 2 of a sequential restart and pressing the FORWARD
the bottom scroll bar may be used, this will pause the graph until it is returned
PAGE key will display steps 3 and 4 in this particular instance. The controllers
to the current time. Click on the solid marker on the scroll bar and ‘drag’ it to
for the sequential restart steps 1 and 2 are shown below:
the desired time.
• Close the main condenser inlet valve
Alternatively the right and left arrow keys on the scroll bar may be used to • Close the auxiliary condenser inlet valve
move the marker. As it is moved across the graph, all the values shown on the
right will change to reflect the value at the selected time. • Start the inboard ballast hydraulic pumps
• Start the outboard ballast hydraulic pumps
Trends have been allocated into appropriate groups. For example, trend group
16 (TG0016) is called the ‘Port Boiler Overview’ trend graph and consists of • Start engine room supply fan No.2
the following parameter trends: • Start engine room supply fan No.3
• No.2 boiler desuperheater output pressure • Start engine room supply fan No.4
• No.2 boiler steam flow • Start engine room exhaust fan No.1
• No.2 boiler desuperheater output temperature
• No.2 boiler combustion air flow
• No.2 boiler FO flow
• No.2 boiler gas flow control
• No.2 boiler Flue O2 content
• No.2 boiler feed water flow
Once the user has accessed the trend screen, a trend group can be selected by
typing in the graphic title (TG0016 for the group shown above) and pressing
the RETURN key or by pressing the PAGE key and the trend number (16)
followed by the RETURN key. The FORWARD PAGE and BACK PAGE keys
could also be used.
RETURN


Illustration 3.1.5a UMS Watch Call System
Officers' Mess Crew Mess Officers' Lounge Crew Lounge Duty Mess Gateway Station
SP
24V DC 24V DC 24V DC 24V DC 24V DC 24V DC
Health 14W 14W 14W 14W 14W 48W
Swimming Officer's Gymnasium Crew's
Room Pool TV Room TV Room
DCS
24V DC
15W
Administration Area Cargo Office Gas Engineer's Cabin 2nd Assistant Engineer 1st Assistant Engineer 1st Engineer Chief Engineer Key
24V DC 24V DC 24V DC 24V DC 24V DC 24V DC SP Horn

14W 14W 13W 13W 13W 13W
Buzzer
Electrical Signal


3.1.5 UMS WATCH CALL SYSTEM AND ALARMS Transfer of Responsibility To transfer the alarms from the CCR to the wheelhouse:
a) The officer of the watch selects the ‘Wheelhouse’ icon on the
The alarm panels are situated in the engineers’ cabins, public rooms and The duty engineer transfers watchkeeping responsibility from the engine ‘Wheelhouse’ graphic screen and requests the transfer. This
accommodation to provide alarm notification while the machinery spaces control room to the wheelhouse as follows: activates the transfer procedure.
are in the UMS mode. The wheelhouse responsibility graphic screen (see
illustration 3.1.5a) provides the wheelhouse watchkeepers with system status. a) When proceeding to UMS mode, the engineer in the ECR b) In the wheelhouse an alarm is sounded and the wheelhouse icon
selects the ‘Responsibilities Graphic’ and selects the specific flashes on the wheelhouse graphics screen.
The UMS watch call system enables engineers to be automatically called to the engineer who is to be the duty engineer. This icon will flash and
control room when they are on watch-call duty in the accommodation. Both the an alarm is raised in the wheelhouse or the cargo section of the c) The officer of the watch acknowledges the transfer by clicking
machinery and the engine control room (ECR) may safely be left unmanned CCR (if in port). on the wheelhouse icon and then clicking the YES icon.
while the machinery watch is carried out on the bridge.
b) This alarm must be acknowledged by the officer of the watch in d) The wheelhouse icon stops flashing and when it is a steady
The watch call sub-system receives commands and signals from the DCS the wheelhouse or the cargo section of the CCR (if in port) for colour the transfer of alarms is complete. This action cancels
system and activates the corresponding alarm panels according to the system the duty request to be accepted. This alarm is displayed in the the alarms in both the Wheelhouse and the CCR.
configuration and current watch status. ‘UMS’ section of the ‘Wheelhouse’ graphic screen.
When the wheelhouse is on machinery watch, any alarms are displayed on the
The system distributes alarm information to the accommodation and bridge c) Once accepted, the displayed alarm will turn to a steady green ‘Wheelhouse’ graphic screen as group alarms only. The officer of the watch
alarm panels. The facilities provided by this system enable UMS operation of colour and the alarm buzzers will be cancelled. The text ‘Engine may silence the alarm on the bridge but the alarm cannot be fully acknowledged
the engine room. Room Unmanned’ is displayed in the UMS section of the or accepted. This can only be carried out via the engineer in the ECR or at the
wheelhouse graphic screen. machinery section of the CCR. The alarm icon will flash to indicate that an
When the engine room and ECR are manned, all machinery alarms sound in alarm condition has occurred. The alarm icon stops flashing when the duty
the ECR and around the machinery spaces. Specific alarms which may affect d) The acknowledgment by the officer of the watch confirms the engineer silences the alarm from an accommodation alarm panel and will be
the ship’s operation or the propulsion system will also be repeated in the request and any new alarms are now diverted to the wheelhouse. extinguished when the duty engineer acknowledges the alarm from the ECR or
wheelhouse. The engineers’ radio paging system, the alarm panel in the at the machinery section of the CCR.
designated engineer’s cabin and the public room alarm panels
When watch responsibility is transferred to the wheelhouse for UMS operation, will also be activated in the event of an alarm during UMS If the vessel is in port and the machinery watch has been transferred to
the alarms are repeated in the duty engineer’s cabin/accommodation and the periods. the CCR, the officer of the watch can assume watch responsibility without
wheelhouse. If the vessel is in port, the alarms may be diverted to the cargo acknowledgment from the CCR.
control room (CCR) cargo section. The transfer from the UMS mode to the manned engine room mode is carried
out following the same procedure as above. This disables the relayed alarms to (Note: The UMS alarm system will default to the manned machinery space
The specific duty engineer is selected from the ECR. The return to the normal the cabins and accommodation. The text ‘Engine Room Manned’ is displayed mode in the event of a total power failure or system reset/reboot)
manned engine room condition from UMS mode is also carried from the ECR. in the UMS section of the ‘Wheelhouse’ graphic screen and alarms are not
These changeovers may also be carried out from the machinery section in the repeated in the wheelhouse.
CCR. Engineers’ Alarm
(Note: Alarms designated as emergency alarms will always sound at the
cabin and accommodation alarm panels.) This alarm is provided to call all available engineering staff to the ECR/
Wheelhouse Responsibility Graphic
machinery spaces in the event of a technical emergency.
This graphic screen is used to transfer watch responsibility from the wheelhouse
to the CCR, CCR to the ECR, ECR to the wheelhouse, etc. The wheelhouse has To transfer responsibility to the CCR:
This system is contained within the DCS system with actuating pushbuttons
access to the facilities to acknowledge transfer responsibility from the engine a) The officer of the watch selects the ‘CCR’ option in the situated in the CCR, ECR and throughout the machinery spaces.
room but cannot access the actual transfer facilities in the ‘Engine Control ‘Wheelhouse select’ area on the ‘Machinery Systems’ screen
Room’ area of the graphic screen. However, the wheelhouse can view all the graphic and confirms this option. The engineers’ alarm system provides visual and audible alarms in each
transfer icons to monitor the system status. engineer’s cabin and public room configured in the extension alarm system.
b) The icon flashes and an audible alarm sounds in the cargo The alarms are also raised via the machinery space column units and in the
section of the CCR. This is indicated on the ‘Wheelhouse’ CCR and ECR.
graphic screen in the ‘CCR Select’ area of the ‘Machinery
Systems’ section. The officer in the CCR acknowledges the The engineers’ alarm is activated from the CCR, ECR and at the patrolman
alarm from the keyboard, this will cancel the alarm and the pushbutton stations fitted with engineers’ alarm pushbuttons located throughout
icon will turn to a steady green colour. the machinery spaces.


Illustration 3.1.5b Wheelhouse Responsibilities Graphic
T30-439-01 WHEELHOUSE Mimic Identification Number

Shortcut Soft Key Icon to
Screen Mimic Title Bar WHEELHOUSE RESPONSIBILITIES HIDE Related System Screen Mimic
Screen Mimic Sub-title Bar CARGO SYSTEMS MACHINERY SYSTEMS U. M. S.
ESD MACHINERY CRITICAL ENGINEERS ALARM
GAS DETECTION FIRE RUN RESET ALARM

COMPRESSORS E. R. GAS
PUMPS MAIN ENGINE PATROLMAN
TANK SAFETIES ELECTRICAL

Alarm Indicators
HYDRAULICS BOILERS
W/H SELECT
HEATERS STEAM MANNED C/E 1/E 1/A 2/A
BILGE FEED / CONDENSATE Duty Indicators
BALLAST SEA WATER ON DUTY

INERT GAS BILGE
MISCELLANEOUS MISCELLANEOUS
CCR SELECT
MANNED C/E 1/E 1/A 2/A
Soft Key Icons to CCR SELECT W/H SELECT CCR SELECT W/H SELECT
Select W/H or CCR W/H CCR W/H CCR W/H CCR W/H CCR ON DUTY
CCR UNMANNED W/H MANNED ER MANNED
ENGINE CONTROL ROOM

MAIN ENGINE TRIP MACHINERY CRITICAL TRIP
EMERGENCY
BLACKOUT ENGINEERS ALARM
Alarm Indicators BOTH BOILER TRIP ENG ALARM
BOILER HI HI LEVEL PATROLMAN

E/R SELECT
DEAERATOR LO LO LEVEL E.R. FIRE
MANNED C/E 1/E 1/A 2/A
E.R. GAS
ALARM NOT ACK ON DUTY
Shortcut Soft Key Icon to WHEELHOUSE NAV/ENG. VAP. OVERV.

Related System Screen Mimic SCREEN ALARMS & W/H AUTOR.


The engineers’ alarm is also activated if a machinery space alarm is not The patrolman alarm timer may be started at one pushbutton station and
acknowledged within 3 minutes of being raised. The engineers’ alarm can only cancelled at another pushbutton station.
be cancelled from the ECR or CCR.
When the patrolman alarm timer is either manually or automatically started,
The alarm can be initiated irrespective of the watch call system status, ie, UMS an alarm is sent via the DCS system to the wheelhouse or the cargo section
or manned engine room. of the CCR (if in port) to alert the officer of the watch that the system has
been initiated. There is an indication on the UMS section of the wheelhouse
(Note: The engineers’ alarm and patrolman’s alarm share the same indicator responsibility graphic screen displaying the patrolman alarm system status.
lamp on the machinery space columns.)
When a patrolman’s alarm START/STOP pushbutton is pressed a 27 minute
timer is started. This timer can be reset to zero at any time by pressing one of
Procedure to Answer a UMS Alarm Call in an Engineer’s the machinery space or control room RESET pushbuttons.
Cabin
If the alarm is not reset during the 27 minute period, a 3 second pulsed alarm
a) The cabin alarm panel indicates a non-critical alarm from the tone and indication is sent to the ECR, CCR and machinery space alarm
engine room. A critical alarm is activated an all alarm panels to columns to remind the duty engineer that a reset is overdue.
alert the engineer’s of a serious situation.
At this time an alarm is raised in the wheelhouse (or CCR if in port) to advise
b) The alarm is acknowledged by pressing the ACCEPT the officer of the watch that the duty engineer’s reset is overdue.
pushbutton.
This ‘reminder to reset’ alarm continues for 3 minutes. If the alarm is not reset
c) The engineer proceeds to the engine control room within 3 during this time, the full engineers’ alarm is raised at each engineer’s cabin,
minutes to acknowledge the alarm on the DCS keyboard. the wheelhouse, throughout the accommodation and via the machinery space
light columns.
d) He then presses the PATROLMAN pushbutton on the console to
activate the system before investigating the cause of the alarm. If a RESET pushbutton is pressed during the 3 minute period, the 27 minute
timer is restarted again.
Patrolman’s Alarm
When the engineer is finally leaving the engine room, and has finished with
The patrolman’s alarm is designed to provide protection for an engineer or staff the patrolman alarm facility, one of the START/STOP pushbuttons located in
member who is either on patrol around the machinery spaces or has to visit the the CCR, ECR or at one of the 3 main entrances to the engine room must be
machinery spaces alone. The person would press a pushbutton to start a timer pressed to stop the timer and deactivate the system.
which then has to be restarted regularly or an alarm will sound. This is intended
to prove the person’s fitness and raise an alarm otherwise. (Note: The engineers’ alarm and patrolman’s alarm, when activated, also send
an alarm message to staff pagers via the radio paging system.)
The alarm is contained within the DCS system and has actuating pushbuttons
situated in the CCR, ECR and throughout the machinery spaces. The patrol man Start/Stop pushbuttons are positioned as follows:
• Engine room entrance on the upper deck level
When the DCS is in the UMS mode and the alarm is raised, it provides a visual
• Engine room entrance from the steering gear room
and audible alarm in each engineer’s cabin and public room configured in the
extension alarm system. The alarms are also raised via the machinery space • Engine control room main turbine manoeuvring console
column units and in the CCR and ECR. The alarm will not be started unless • Central control room main turbine manoeuvring console
the DCS system is in UMS mode.
The alarm starts timing automatically in the event of a machinery alarm and The reset pushbuttons are located on all the signal columns in the engine
cannot be cancelled until the initiating alarm has been cancelled in the ECR; room.
otherwise the alarm may be started or stopped by the pushbuttons located at
the CCR, ECR or at the 3 main entrances to the engine room. The alarm status
is indicated at each pushbutton station.

3.2 Centralised Control Room, Console and Panels
3.2.1 Engine Control Room
Illustrations
3.2.1a Engine Control Room
3.2.1b Engine Control Room Console


Illustration 3.2.1a Engine Control Room
Key
1 - Engine Control Console
2 - Armchairs
12
Plan View - Engine Control Room 3 - Windows
4 - Desk
5 - Book Case
9 9 9 9 9 6 - Main Turbine Vibration Monitoring Panel

26 30 20 29
8
5 7 - Engine Room Gas Detection Panel
7
8 - Cargo Machinery Trip Gas Detection
15
12 9 - Notice Board
24
2
18 10 - White Board
6
1 11 - 5W Speaker
17 17
SHIP
OVERVIEW
1
STEAM
ELECTRICAL ALTERNATORS
17 18
BOILERS
MISC.
19
FEED
SYSTEM
SAFETY
20
MAIN
ENGINE
21
FO & GAS
SYSTEM
22
WATER
SYSTEMS
23
FO, DO &
LO SYSTEMS
24
CARGO
25
WHEELHOUSE
BALLAST
10
26
COMPRESSORS
& HEATERS
11
27
NITROGEN
& INERT GAS
12
28
SAFETIES
13
29
MISC.
14
30
15
31
16
32
12 - Door
33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48
1 2 3 4 5 6 7 8 9 0 ?
Q W E R T Y U I O P
HELP NEXT
A S D F G H J K L
Z X C V B N M
* SYSTEM COPY
BS PAGE ITEM SPACE DATA CI
13 - Receptacle with ISO Transformer

1
1
16
15
MISC. 32
ES 14
31
SAFETI
48
N 13
30
25
NITROGE GAS
INERT 47
SORS & 12
29
COMPRES
HEATERS 46
T
&
11
28
BALLAS
45
10
CARGO
27
9 44
&
S 26
DO
43
14 - Smoke Detector
FO,
SYSTEM
LO 8 25
S
WATER
OUSE
42
SYSTEM7
GAS WHEELH
& 24 41
32
FO
SYSTEM6
MAIN 23
ENGINE5 40
27
22 ?
FEED
SYSTEM4 39
S NEXT
21
BOILER
3 SAFETY
38 0
20 CI
STEAM
37 9
2 MISC. P HELP
SHIP IEW
TORS
19 8 COPY
36 O
OVERV 1 M
ALTERNA 7
ICAL
18 I L SYSTE
35 6
21
ELECTR
U K
17
34 5 J
Y
4 M
33 T H
3 N DATA
R G
2 B
E F
1 V E
W D
SPAC
S C
Q
A X
Z ITEM
* PAGE
BS
15 - Thermal Detector
23 23 16 - Sweat Scupper
33 2
4 2 17 - Air Diffuser
14 14 22 18 - Shutter Grill
19 - Louvre
2 17 17
20 - ICCP Remote Monitor Panel
12 21 - Electrical Distribution Panel

9 2 2 2 18
22 - Main Boilers Burner Flame Monitoring
23 - CO2 Discharge Nozzles

4 12 32 32 32 32
10 28 31 31 31 24 - CCTV Monitor - Suspended from Deckhead
5 13
4 11
25 - Emergency Escape Breathing Device
16 13 16
26 - Signal Light Column
19 3 3 3 3
27 - Filing Cabinet
28 - CO2 Extinguisher
29 - ECR Emergency Lighting Panel
30 - Oil Mist Detector
31 - Workstations
32 - Printers
33 - Human Interface Station 01-63


3.2 CENTRALISED CONTROL ROOM, CONSOLE • Main turbine vibration panel
AND PANELS • Flame scanner amplifier
• Relay box for signal light column
3.2.1 ENGINE CONTROL ROOM
Situated on the after bulkhead is a work desk with the DCS port and
Introduction starboard alarm printers secured on top with storage cupboards and drawers
underneath.
The engine control room, situated on the 2nd deck, is where the necessary
equipment and controls are located which to permit the centralised operation Technical manuals are stored in the inboard section of cupboards whilst life
and supervision of the engine room machinery, via the Distributed Control jackets are stowed in the outboard section. Technical test equipment and tools
System (DCS). are kept in the drawers.
The main engine control and operating console includes the following: A desk with the DCS Engineering Work Station (EWS) is situated on the aft
• Two DCS Information and Control Stations (P-MA-HIS and S- bulkhead.
MA-HIS), one for the starboard machinery and one for the port
machinery Notice and information boards are situated on the forward bulkhead.
• Main engine trip cause indicators The engine room toilet is situated in the forward outboard corner.
• Main engine automatic power reduction cause indicators
An Emergency Escape Breathing Device (EEBD) is sited on the port side.
• Main engine telegraph lever and manoeuvring control
indicators
• Main engine and boiler trips
• Fire detection control panel
• Telephone handsets for the automatic, sound powered,
intrinsically safe and common battery systems
• Rudder angle indicator
• CCTV controller
• Ship performance display unit
• Public address system control panel
• Engine room general call/talkback system control panel
• Fire alarm, general alarm, engine call and patrol man system
pushbuttons
Also situated on the forward and inboard bulkheads are panels for the following
systems:
• Signal light column
• Oil mist detection RMUs
• ICCP remote monitor panel
• Cargo machinery gas detection
• Engine room gas detection
• ECR emergency distribution board


Illustration 3.2.1b Engine Control Room Console
9
12 1 10 11 13 23 14 15 16
11
10 2
9 3
8 4
7 6 5
12 24 30 31
1 2 5 6
33 34
18 22
21 29
20 36 37
59 25 26 42 28 35
27
60 17 32 45 28 38
47 61 62 54 55
44 52
3 7 19 53
48 4 8
43 56
49 50 51 57
39
40
FIRE
46
58
41
Key
1 - No.1 CRT for Starboard Machinery HIS 11 - Ship Performance Display Unit 21 - Fire Repeater Panel 31 - Control Mode 41 - General Alarm 51 - Common Battery Telephone
2 - No.2 CRT for Starboard Machinery HIS 12 - Shaft Revolutions Counter 22 - Fire Alarm Panel 32 - Main Turbine Hand Trip 42 - Patrol Man 52 - Automatic Telephone Directory
3 - Keyboard for Starboard Machinery HIS 13 - Shaft Revolutions Indicator 23 - Console Power 33 - Time Schedule 43 - Test 53 - Main Turbine Manoeuvring RPM Table
4 - Trackball for Starboard Machinery HIS 14 - Main Turbine Trip Cause Indicator 24 - Main Turbine Auto Power Reducer 34 - Lever Control 44 - Patrol Call System 54 - Ahead Valve Pushbutton
5 - No.1 CRT for Port Machinery HIS 15 - Ahead Valve Position Indicator 25 - Port Boiler Trip 35 - Main Turbine Power Reduction 45 - Engineer's Alarm 55 - Astern Valve Pushbutton
6 - No.2 CRT for Port Machinery HIS 16 - Astern Valve Position Indicator 26 - Starboard Boiler Trip 36 - Telegraph Lever Matching 46 - CCTV Operation Panel 56 - Control Method
7 - Keyboard for Port Machinery HIS 17 - Spare 27 - Main Turbine Trip Bypass 37 - Turning Gear 47 - No.2 UHF Remote Controller 57 - Telegraph Receiver
8 - Trackball for Port Machinery HIS 18 - Second Adjust Switch for Electric Clock 28 - Control Position 38 - Main Turbine Auto Spin 48 - IS Telephone 58 - Maximum Speed Setter
9 - Electric Clock 19 - Public Address Microphone 29 - Spare 39 - CCTV Camera Directory 49 - No.2 Automatic Telephone 59 - No.1 Generator Turbine Trip
10 - Rudder Angle Indicator 20 - Public Address Controller 30 - RPM Control 40 - Fire Alarm 50 - No.2 Sound Powered Telephone 60 - No.2 Generator Turbine Trip
61 - Buzzer Stop
62 - Flicker Stop

3.3 Main Boilers
3.3.1 Main Boilers Description
3.3.2 Boiler Control Systems
3.3.3 Boiler Operating Procedures
3.3.4 Sootblowers
Illustrations
3.3.1a Main Boilers
3.3.2a Atomising and Purge Steam System


Illustration 3.3.1a Main Boilers
Air Inlet
Exhaust Gas Saturated Steam

Pipe
Steam Air Heater
Riser Pipes
Manhole (Front)
Burner
Manhole
Manhole
Steam Drum
Downcomers
Refractory
Downcomers
Furnace
Superheater
Observation Hole
Rotary Sootblower
Long Retractable
Soot Blower
Rotary Sootblower Observation Hole
Manhole
Rear Bank Tube
Water Drum
Front and Rear

Drain Nozzle
Bottom Header
Manhole (Front) Drain Nozzle

Superheater Headers Bottom Header

3.3 MAIN BOILERS Operating Parameters General Construction

O2 content: 2.8%
3.3.1 MAIN BOILERS DESCRIPTION Boiler master output: 96-97% Each boiler is of the two drum type construction, with one steam drum and one
water drum and mainly consists of the boiler proper, boiler casing, superheater,
Maker: Mitsubishi economiser, air heater, fuel and gas firing equipment, mountings, fittings and
No. of sets: 2 Alarms and Trips other accessories.
Model: Mitsubishi MB-3E Low level alarm: -130mm for 7 seconds
The unit is composed of a steam drum and a water drum connected by a bank
Type: Two drum, water tube, roof fired Low low level (main engine slowdown): -180mm for 12 seconds of inclined generating tubes. Other water side components include:
Maximum evaporation: 55,000kg/h Very low low level (boiler trips): -230mm for 0 seconds
• Front screen tubes shielding the superheater elements from the
Normal evaporation: 48,000kg/h Ultra low level (Float switch trips boiler): -240mm for 12 seconds direct radiant heat of the furnace
Steam condition: 60.3 bar superheated steam at 515°C High level alarm (main engine slowdown): +130mm for 7 seconds
• Side and roof water wall
Fuel oil consumption: 3,500kg/h at 90% MCR High high level (ME slowdown, standby DG starts
Gas consumption: 2,750kg/h at 90% MCR and is connected to main switchboard): +180mm for 12 seconds • Front and rear water wall tubes
No. of burners: 2 combined oil/gas Very high level • Downcomers
(Trips ME and T.Alts, closes motorised feed valve) +220mm • Bottom headers
Ultra high level (float switch trips boiler) +240mm for 0 seconds
Safety Valve Settings • Roof and bottom front wall headers
Control air pressure low trip 4 bar
Drum high set: 76.5 bar Deaerator low low level (boiler trips) also trips the feed water pumps • Roof and bottom rear wall headers
Drum low set: 76 bar FD fan stop (boiler trips) • Front and rear wall riser pipes
Superheater: 63.5 bar Both burners failure (boiler trips)
Economiser: 95.6 bar Atomising steam pressure low alarm 4 bar The tubes in the furnace floor, sides and roof, front and rear walls are of
Atomising steam pressure low low membrane wall construction. Each tube has two fins welded to it, opposite
(If dual firing > 100% gas firing & MT slowdown, each other, and running the length of the tube. The fins of the adjacent tubes
Operating Parameters
if FO firing only - boiler trips) 3 bar are welded together to form the membrane wall.
Fuel oil F-Control: 0.262 tonnes/h FO pressure low alarm 1.7 bar
Air F-Control: 47.6% The furnace is enveloped on three sides, the roof and the floor, by the membrane
FO pressure low low trip 1.5 bar
Gas F-Control: 2.328 tonnes/h construction. This forms a gas tight envelope around three sides of the furnace
Boiler gas header pressure low alarm 10mb and prevents gas leaking into the casing.
Drum pressure: 63 bar Boiler gas header pressure low low trip 7mb
FO burner header press: 6.7 bar Boiler gas header pressure high 700mb The remaining principal components of construction are a superheater, an
BOG header pressure: 504mbar Boiler gas header pressure high high trip 736mb internal desuperheater in the steam drum, a superheat temperature control
Atom. steam pressure: 7 bar desuperheater in the water drum, the economiser, steam air heater and the
Exhaust gas temperature high alarm 250°C casing.
FD fan outlet pressure: 400mbar Exhaust gas temperature low alarm 130°C
Windbox pressure: 374mbar Superheater outlet temperature high alarm 525°C The combination burners are roof mounted and therefore the gas flow is evenly
Furnace pressure: 86mbar Superheater outlet temperature high high alarm distributed across the front bank, superheater and generating bank tubes, before
Economiser outlet temp: 203°C (Auto power reduction on main turbine) 540°C discharging through the economiser and into the flue.
FO burner heater temp: 118°C Superheater outlet pressure high alarm 61.5 bar
BOG heater temp: 30°C Superheater outlet pressure low alarm
Air heater inlet temp: 45°C (Auto power reduction on main turbine,
diesel generator starts,
Air heater outlet temp: 115°C
transfers load to turbine alternator) 54 bar
Economiser gas temp: 147°C Superheater outlet pressure low low
(Ahead or astern steam manoeuvring
valve starts to close) 49 bar


Drum Internals Where openings in the furnace walls are required for burners, access doors and Feed water enters the inlet header at the top and flows through the elements to
The steam drum internals consist of the desuperheater, surface blow line, sootblowers, the water wall tubes are bent around them and then back to their the bottom header and from there to the boiler steam drum. This is counter to
internal feed pipe, chemical feed line, baffles and dry box. original plane. the gas flow which passes upwards over the elements.
Steam generated in the boiler tubes enters the steam drum where it is forced to The furnace water wall tubes are backed up with insulation and supporting
Forced Draught Fans
enter a baffle located at the normal water level, before entering the upper part buckstays that allow for expansion. The outer casing is corrugated steel plate
coated with heat resistant paint. Maker: Osaka Blowers Mfg Co. Ltd
of the steam drum. The baffle is intended to reduce the surging of the water
level due to hard steaming, sudden load changes and any vessel movement. Type: TACS - 1080
Saddles Drive motor: 140kW
Before leaving the boiler through the steam outlet nozzle, the steam must pass
Saddles are provided under the water drum and the front and rear water wall
through the dry box located at the top of the steam drum. The dry box separates Three fans are situated on the upper deck platform and are controlled
headers to support the boiler. The rear saddle under the water drum is fixed and
larger water particles from the steam and helps to prevent or reduce carry over by adjustable vanes, automatically positioned by the combustion control
the front saddle has slotted bolt holes, grooves and grease fittings to allow for
of water with the steam. equipment. The outboard fans are arranged to supply their respective boilers.
easy movement and lubrication. Grease fittings are provided on the front and
rear saddles of the water wall header. The grooved saddles are free to move to The centre fan is the standby unit and is put into service on either boiler by
A submerged tube desuperheater is located in the steam drum below the normal manually opening the crossover connections on the air supply trunking.
allow for expansion of the boiler as it warms up.
water level. Superheated steam is fed through the tubes, giving up most of its
degree of superheat to the water within the drum and emerging as reduced heat (Note: Due to the capacity of the individual fans a single fan must never be
(Note: The boiler sliding feet should be inspected and cleaned as frequently
auxiliary steam. used to supply two boilers.)
as possible and should be greased at least every 600 hours. Failure to
do this could result in the sliding feet seizing and subsequent damage
Desuperheated steam is supplied in this way to ensure that there is always a The boiler must be stopped to effect the changeover. Once changed, the
to the boiler as it expands.)
flow of steam through the superheater even when the demand for superheated automatic boiler control system treats the standby fan in the same way as the
steam is low. This ensures that the superheat tubes are not damaged by normal fan i.e. full automatic operation is allowed. Restart after a blackout is
overheating during low steam flow conditions. Superheater
arranged in order to facilitate the automatic restart of the boilers.
The superheater is of the vertical, interbank, convection type and arranged for
The water drum located at the bottom of the boiler, houses a submerged tube multipass steam flow. Control of the fans is from the Forced Draught Fans and Air Heaters faceplate
desuperheater, through which some of the superheated steam is diverted to T30-452-06, from which the seal air fans are also controlled.
control the final superheat outlet temperature. The superheater elements are arranged in groups of six concentric hairpin
loop elements, the ends of which are welded into inlet-outlet headers and
Both steam and water drums are fitted with swinging manhole covers to allow Steam Air Heater
intermediate headers. The arrangement of the elements is such that the
entry and inspection. superheater tubes are parallel to the boiler generating tubes. Maker: Hamon Spiro (France)
Capacity: 0.125m3
Furnace Guide castings are welded to the superheater elements and to the generating Operating pressure: 9 bar
tubes. These sliding supports help to maintain the alignment of the superheater
As previously described, the furnace walls are of the membrane construction. Outlet temperature: 350°C
elements. The superheater inlet, outlet and intermediate headers run parallel to
The tubes forming the furnace sides, floor and roof are of 63.5mm diameter,
the water drum. Each header is separated internally by welded steel diaphragms
whilst the tubes forming the front and rear walls are of 50.8mm diameter. The boiler has a steam air heater to heat the combustion air before entry to the
to direct the steam flow through five passes between the headers. Drainage is
through small openings in the lower edge of the diaphragms. windbox and the furnace. The steam is bled from the main engine crossover
External downcomer tubes are placed outside of the boiler casing and provide when the pressure is sufficient. At other times this system is supplied with
ample circulation of the water from the steam drum to the water drum, bottom make-up steam up from the 5 bar desuperheated steam system.
header and the front and rear water wall headers. Economiser
An extended surface type economiser is placed above the boiler tube bank. The Each air heater has inlet steam isolating valves, T268B and outlet drain
The water cooled furnace floor tubes leave the bottom header to transverse economiser is made up of closely spaced, continuous loop elements, welded isolating valves T365B. The air temperatures can be measured on the DCS
the floor before bending upwards to form the furnace side and roof. They to the terminal headers at each end. Each element tube is 50.8mm diameter screen T30-452-06 Forced Draught Fans and Air Heaters.
terminate in the steam drum. carbon steel with a spiral steel fin, connected by U-bends to form an integral
loop. All the elements are supported at the front and rear side by tube plates.
The furnace front and rear tubes are arranged from the lower to upper water The outside of the terminal headers are provided with hand holes to allow
wall headers. The upper water wall headers are connected to the steam drum access. The economiser is insulated and surrounded by a steel casing with large
by riser pipes. removable access panels.


Oil and Gas Burners The feed checks are screw down non-return valves fitted to the main and If a boiler has alarmed on a Very High water level, establish if the main turbine
The boiler is fitted with two fuel oil and 14 gas burners mounted in the furnace auxiliary feed lines, which are connected to the single common feed water has tripped, if not trip it manually and check that the motorised feed valve has
roof wall. The fuel oil burner is a steam assisted pressure jet type consisting of internal pipe. closed.
atomiser gun, forced draught air register and a fuel oil shut off valve.
Blow down valves are fitted to the steam drum and water drum.
The fuel is distributed to the burners from a burner manifold and branch
connection pipe. The gas burners are distributed around the fuel oil burner. The A boiler sample valve is fitted to the water drum.
operation of increasing the number of burners is automatically operated by the
automatic combustion control signal, and remotely operated when necessary. A non-return valve is fitted on the chemical dosing line to the steam drum.
Boiler Gas Header Room Extraction Fans Various connections are fitted on the steam drum and superheater output
Maker: Daeyang Electric Co. Ltd manifold to accommodate local and remote pressure gauges, control equipment
and sensing points and they all have isolating valves fitted.
Type: LRZ9A/280/450
Capacity: 60m3/min x 40mmWG A steam flow orifice plate is fitted in the superheater outlet pipe. Isolating
Motor: 1.5kW valves are fitted on either side and provide a differential pressure signal to the
steam flow transmitter.
Two extraction fans are situated above the gas header room, aft of the boilers
on the 2nd deck. The fans extract any gas that may leak from the BOG pipes Boiler Parameters
and valves and blow it to atmosphere.
Single Boiler Failure
In port, a flame failure can occur due to the very light boiler loads, the cause
Principal Boiler Mountings
of the failure must be established before attempting to relight the boiler. At sea,
Each boiler is fitted with a non-return stop valve on the superheated steam the cause of a boiler shutdown would usually be of a serious nature and also
outlet manifold. A secondary valve is also fitted after which the steam lines affect the speed of the vessel.
of both boilers become common and lead to the main superheated steam
manifold. The plant must be stabilised by reducing the shaft rpm, which is achieved by
either the bridge changing the telegraph to FULL AHEAD or changing over to
Steam and water isolating valves are fitted to the two water level gauge ECR pushbutton control and reducing to FULL AHEAD. The reason for the
glasses. failure must be fully investigated and rectified before any attempt to relight
the boiler.
Vent valves are fitted at the highest points of the following:
• Steam drum Both Boiler Failure
• Superheater output manifold, this vent is known as the steam If both boilers trip while the engine is in use, it will also trip, in order to
raising circulating valve or superheat vent conserve the remaining available steam. This will mean the loss of the
• Economiser propulsion power. In addition, the standby diesel generator will start and
parallel with the turbine generator in use at the time. Reset the main turbine
Each vent line is fitted with two valves in series. trip by closing the manoeuvring valve, either by using the pushbuttons in the
ECR/CCR or moving the bridge control lever to the STOP position.
There are two safety valves fitted to the steam drum, set to lift at 76.5 bar and
76 bar, with another before the main stop on the superheated steam outlet, set Boiler Water Level Suspect
to lift at 63.5 bar. The economiser is fitted with a safety valve fitted on the
Shut the fires off the suspect boiler and reduce the engine rpm to FULL
water outlet header which is set to lift at 96.5 bar.
AHEAD. Inform the Chief Engineer, bridge and call for assistance. Blow down
the gauge glass and establish the water level. No attempt must be made to flash
Drain valves are fitted at the lowest points of the water drum, water wall
the boiler until the actual water level in both gauge glasses is established.
headers and superheater headers.


Illustration 3.3.2a Atomising and Purge Steam System
To Crossover Bleed Steam Line
(Section 2.1.2a) To Safety Manifold
(Section 2.1.9a)
Control I DCS DCS PX DCS
Air P To T341V T329V
PI Cargo Steam T344V T332V
15.5/4.9 bar T358V Control I T343V T331V
Pressure Reducing Setting System and Forward Air P DCS
6.5 bar Heavy Fuel Oil
Control I Valve To Deck
P DCS Storage Tanks Control I
Air T306V Scupper T346B
Air P T334V
T307V T308V
T312V
T226B T226B
To Main Turbine T310V T311V

Gland Steam T309V T345V T333V
Receiver PIAL To
To Atmospheric
DCS
Inert Gas Generator DCS
Drain Tank
Dryer Heater DCS TIAHL To Deck
DCS (Section 2.1.8a)
T301V PX PX PI Scupper
15.5/10 bar To Fuel Oil
TI TI TX TX Setting PI
Pressure Reducing Valve 11.0 bar T325V 10.0/6.0 bar From Fuel Oil
T323V Pressure Heaters In
T328V T327V Auxiliary Steam Reducing LS 254B LS T254B LS
LS LS
357V Desuperheater Valve
T313V
Control
Air T326V (2.1.5a) T253B T255B T253B T255B
LS PX M849
From GS Air Aft Burner T256B Aft Burner T256B
86.5/30 bar M848 M847 M846
System PRV
Control I T314V To
P DCS PI LS LS
Air P DCS Atmospheric
PX PI I M850 M845 M844
61.5/15.5 bar Drain Tank
Pressure Reducing Valve From Boiler (Section 2.1.8a)
Control T209B T244B T209B T244B
Feed Water Pump
Air (Section 2.2.3a)
Set at T708V T707V T706V
25 bar
To LS 254B LS T254B
To Excess Dump T719V To Sootblowers LS LS
T132V Generator Turbine
T709V Desuperheaters (2.1.3a) (2.1.3a) Gland Sealing
From Boilers T253B T255B T253B T255B
Internal Desuperheaters (2.1.1a) Steam
T25 T25
To Safety Manifold Forward Burner 6B Forward Burner 6B
(Section 2.1.9a)
Boiler Burner
DCS Chemical Cleaning LS LS
T315V Fuel Oil
Bench
To Boiler
From Viscorator Burners T209B T244B T209B T244B
M Port Boiler Starboard Boiler

To Deck TX
Scupper T316V T317V PS For Low Pressure Trip PS For Low Pressure Trip
PI DCS DCS
S
M PI PI
From T319V
No.2 Boiler FO Heater PX PIAL PX PIAL
HP Bleed Steam T318V T197B T321V PX PX
DCS DCS
Supply from
HP Turbine T353V
T348V T349V Key
(Section 2.1.2a)
T355V T336V T337V
No.1 Boiler FO Heater Desuperheated Steam
T347V
T320V
T188B T188B T352V T339V T335V
T354V Air
TX T351V T350V
Smothering Steam Condensate
T339V T338V
To Drain Cooler
Fuel Oil
From (Section 2.1.6a)
Boiler Fuel Oil Electrical Signal
Control Pumps To Oily Bilge Tank
Port Boiler Starboard Boiler Air (2.4.2a) (Section 2.6.1) Instrumentation


3.3.2 BOILER CONTROL SYSTEMS Due to the proximity of the boiler operating pressure (60.3 bar) to the safety (Note: In emergency mode no feed forward signal or low fire signal is
valve setting (63.5 bar), the operating pressure is automatically set to 58.3 bar provided. The mode allows a simple control of the boiler master signal
during manoeuvring conditions. in the event of the main system failing.)
Automatic Combustion Control
The steam flow transmitter signals are dealt with in the same way as the The manual mode is not normally required at this point but could be used if
The Automatic Combustion Control (ACC) is incorporated into the ship’s steam pressure signals, in which the higher signal is selected should there be a the system was unstable.
Distributed Control System (DCS). The combustion control system regulates difference. Any difference would also generate an alarm.
the fuel and air to the boiler, in the correct ratio for the conditions, to maintain At this point the master signal is converted to energy in the units Gcals/h and
the superheated steam pressure at the outlet within predetermined limits. The steam flow signal is also utilised for the following: passed to the air and fuel loops.
Combustion air supply is regulated by actuating the forced draught fan inlet
vanes. Fuel oil and gas supply are controlled by regulating valves in their • Level control
The first stage of the process to control the fuel/gas and air loops are high
respective supply lines. • Superheat temperature control and low signal selectors which form the lead/lag system. The objective is to
• Steam dump control ensure that on increasing boiler load, the air must increase before the fuel and
The basic combustion control is conventional, with the master steam pressure conversely when decreasing load. This results in an air rich mixture during
controller passing the output to a relay where the saturated steam flow is load change in either direction ensuring that all the fuel can be burnt therefore
added as a ‘feed forward’ signal. The output from this relay is passed to the The highest of the two steam flow signals is utilised for combustion control. reducing pollution and maintaining efficiency.
combustion control system and results in appropriate signals to the fuel and air
controls. The system includes the normal lead/lag circuit comprising high and The master signal is compared in the high select relay with a signal which is
The total steam flow of both boilers is used for:
low selectors to ensure that on rising load, the air rises before the fuel and on the total fuel energy being fed into the boiler. This is a combination of fuel oil
decreasing load, the fuel reduces before the air. • Feed water pump recirculation to the deaerator
and gas taking account of the calorific values of each fuel. These values are
• Main condenser recirculation on low flow assumed although the operator can manually input values. In the case of fuel
The master steam pressure controller set point is manually set and is measured oil, the density is input and in the case of gas, the percentage of nitrogen in
using three transmitters with independent sensing legs for each boiler. Two are • Mini dump set at 20 and 28 tonnes/hour
the gas. The fuel flow signal, uncorrected for Gcals/h is passed directly to the
fitted to the superheated steam outlet pipe and the third is fitted on the steam fuel oil controller, to the oxygen correction system and to the combustion air
drum. Shut off valves are arranged so that one boiler operation is possible, as An auto/manual station is provided after the automatic relight switch in the calculation circuit.
well as testing each transmitter. master signal line, to enable the manual control to override the fixed low
signal if required. The signal is also passed to a calculating relay which performs the conversion
The third transmitter is only used for the very high pressure alarm. The DCS to Gcals/h calculation. This value is then passed to the fuel oil and gas control
compares the signal from the superheated steam outlet transmitters and if there The signal at this point is applicable to both boilers. A bias control allows the loops, to the gas and oil summation relay and on to the performance monitor.
is a difference an alarm is generated. The higher of the two signals is passed operator to adjust the boiler loads by increasing the signal to one boiler and It is also fed to two summation relays which are used to control the proportions
to the main steam pressure control. This signal is also passed to the following reducing the signal to the other boiler by the same amount. of fuel and gas.
switches:
• Relighting up sequence - sets a fixed signal during automatic The master signal passes to a low selector relay, which also receives signals The gas flow signal is measured by a vortex flow meter. Temperature and
re-firing of both boilers together. This prevents the air and relating to the boiler drum pressure and from a circuit which limits the signal pressure measurements are used to convert the signal to mass flow which is
fuel being set to maximum during the restoration of full steam according to the number of burners in use. This boiler drum pressure signal required to ensure accuracy of the combustion requirements. The signal is
pressure. When the pressure is restored the fixed signal is is included to allow for an automatic low fire signal when lighting one boiler passed to the performance meter, the oxygen trim circuit and to an energy
released and normal steam pressure control is resumed. only, as opposed to both boilers when the relighting up sequence carries out conversion relay to convert to Gcals/h.
this function. This function is cancelled when the boiler drum pressure reaches
• Pressure alarm high-high 50 bar. The signal relating to the number of burners in use is set to limit the It then passes through a switch which sets the signal to zero if firing on fuel
• Pressure alarm low-low, also starts and connects a diesel master signal to 50% for one burner, and 100% when firing on two burners. only, and then to the fuel oil/gas summation relay. The signal is also passed to
generator a unit which compares the gas flow with the required set point and reduces the
The circuit also has a switch which allows for normal, manual or emergency gas demand in the event of a lack of gas.
• Pressure alarm low - is passed to the dump control loop
control of the master signal for each boiler. The master signal control for both
boilers is situated within the starboard boiler control cabinet. The air flow for each boiler is measured by a differential pressure transmitter
The steam pressure controller output is passed to a summation unit where it fitted across a double venturi fitted at the FD fan inlet vanes. The signal is
is combined with a signal derived from the higher of the saturated steam flow Should the cabinet link fail the EMERGENCY mode can be selected. The linearised and passed to the air flow controller. A differential switch is provided
signals from the two boilers. The pressure signal is also passed to the dump system then takes the signal from the port boiler pressure transmitter and uses to compare the set point with the measured value.
control loop for control of this system. The dump system is set to operate at a single PID controller to provide a master signal for the individual boiler.
61.8 bar in Full Away mode and 61.3 bar in Manoeuvring mode.


A high differential will cause an alarm during oil firing but during gas firing, A derivative element is added to the signal to give temporary momentum to The steam passing through the desuperheater has the temperature reduced
such a differential could mean unburned gas in the flue and therefore a gas the signal. From here the signal goes directly to the air flow controller as the before it passes out and into the superheater at the fifth pass. Regulating
trip is instigated. Switches are provided to prove the purge air flow rate and the set point. the quantity of steam passing through the desuperheater controls the final
light up air flow conditions are achieved. superheat temperature of the steam.
WARNING
The signal from the lead/lag high selector passes first to a unit which is During fuel oil burning, a difference between the set point air flow and Factors that influence the superheat temperature include:
designed to apply a dual cross limiting for the air. This is so that in the event of the measured actual flow raises an alarm. However, during gas burning,
• Boiler load - increases with load
a drop in fuel flow, perhaps due to a blocked fuel filter, the system will reduce a similar situation will result in the gas burner being shut down. This is
the air accordingly. The steam flow input gives stability according to the load. because excess air when burning gas is dangerous, due to the possibility • Feed water temperature - low feed water temperature can
The signal is passed to a unit which performs the following functions: of unburned gas being carried beyond the furnace and subsequently increase the superheat temperature due to harder firing in the
exploding. furnace
• Calculates the air flow requirement relative to input signal
taking into account the fuel/gas ratio • Fuel/air ratio - too much air will raise the superheat
The air flow controller signal is sent to the FD fan via a switch, which can be temperature
• Converts the signal back to kg/h from Gcals/h used to select the spare FD fan if required.
The modified signal has the correction for oxygen trim added as well as any The fuel regulating valves and FD fan vanes are operated by the control air. Feed Water Regulator
manual adjustment of the fuel/air ratio. The total fuel energy is fed into the Should the supply of control air fail, the fuel and gas regulating valves will
The feed water control is incorporated into the DCS. The system primarily
circuit and modified according to the boiler load. This is to account for the fact lock in the current position and the FD fan vanes will open fully.
matches the feed water flow to the steam flow and senses the boiler water level
that the excess air requirement alters according to the boiler load. to ensure that it remains at the correct level. In the event of control air failure
The fuel demand signal, derived from the lead/lag arrangement described
the valve will lock in the current position.
The signal from the air/fuel ratio bias passes through another function device, previously, is fed into both the fuel oil control loop and the fuel gas control
adding further refinement based on the proportion of fuel oil to gas and then loop simultaneously, irrespective of which mode is in use.
The level is sensed by two DP level transmitters and two float type switches,
finally passes to the oxygen PID controller as the set point. used to detect an ultra high high level and a very low low level.
The demand goes to two summer units, one on each loop. The summer units
The controller output is modified to give a biasing signal of between 0.9 and are quite complex and are involved in controlling the ratio of fuel to gas. This
The two signals from the level transmitters are compared and an alarm raised
1.1 and then passes through a switch, which disconnects the trim circuit if is dependant upon how the gas demand has been set and whether natural boil-
in the event of any difference. The system checks the milliamp output of the
sootblowing or manoeuvring is taking place. It then passes through an auto/ off (NBO) or forced boil-off (FBO) is being use to supply the gas (see section
transmitters and if one is outside of the 4 to 20mA range it is assumed to be
manual facility which effectively switches the trim out and continues to the 2.4.2). The fuel demand signal is used to control the gas flow, through control
defective.
multiplier, where the air/fuel trim is applied to the combustion air demand of the NBO and/or FBO system as well as the fuel oil system, dependent upon
signal. how the system has been set to operate.
Only the assumed ‘good’ transmitter is then used in the control calculations.
The DCS can be forced to operate on one transmitter only if maintenance is to
For balance purposes, it is also fed back via a dividing relay having the equal There are built in safeguards that ensure that if the settings cannot be achieved,
be performed on the other unit, Boiler Water Level Control mimic. T30-452-
but opposite function to the multiplier, as a correction on the combustion air adjustments to the ratios will be made until the original settings can be restored.
07.
flow signal. In the event of a gas shortage, the gas valve will start to close and the system
can force it to remain open until full firing on fuel oil has been established.
The system includes a number of automatic safety operations relating to boiler
The combustion air demand signal from this part of the program is passed level management and class requirements as follows:
through a switch, which feeds a 25% signal through during the lighting up Superheated Steam Temperature Control
procedure. This is to set the correct air for the lighting procedure only. A • Ultra High Level (+240mm) results in:
Superheated steam temperature control is incorporated in the DCS. The
second switch in the same circuit applies the demand for purge air, which is Alarm, trip of the boiler. This trip will be initiated both from
system controls ensures that the superheated steam temperature at the header
controlled from the burner management system. the level transmitter and the level switch
outlet does not exceed the predetermined limit (normally 515°C).
• Very High Level (+220mm) results in:
From this point the demand signal is compared in a high selector relay which
Under low loads it is unlikely that any control will be necessary because
selects the signal, or the mini air signal (which equates to the minimum Trip of the main engine, trip of the turbo generators (if
the superheat temperature will be below the normal set point. As the boiler
allowable air flow), or a boost signal if the boost system is being instigated. start and paralleling of the diesel generator was successful),
approaches full load the superheated steam temperature will rise and reach a
shutting of the electric feed safety valve
point where cooling is necessary.
Normally the boost signal is zero, but in the event of gas production failure,
• High High Level (+180mm) results in:
which only occurs when 100% gas firing and the gas valve beginning to close,
This is achieved by the control of an attemperation valve fitted in between the Diesel generator starts and main engine slows down
the zero signal increases to the same value as the master signal or to the air
fourth and fifth pass of the superheater. Some of the steam is diverted via this
flow, whichever is less.
valve into the desuperheater within the water drum.


• High Level (+130mm) results in: Procedure to put the Atomising Steam System into Service Burner Management System
Alarm
The atomising steam supply is fed from the 10 bar system which in turn is The boiler burner management system is part of the DCS. The primary graphic
• Low Level (-130mm) results in: supplied from the 15.5 bar desuperheated steam system. The valves should be screen for control of this is T30-452-04 Port Boiler Burner Management and
Alarm in the positions shown below for normal operation: T30-452-03 Starboard Boiler Burner Management.
• Low Low Level (-180mm) results in: These screens give an overview of the two burners and their respective
Alarm, main engine slows down services. Each burner comprises an air register, a fuel burner with assistance
Open Port boiler atomising steam root valve T341V from atomising steam, a retractable electric igniter and a gas burner.
• Very Low Level (-240mm) results in:
Open Starboard boiler atomising steam root valve T329V
Trip of the boiler The fuel, diesel and gas burner supplies are described in section 2.4 Fuel Oil
Open Port water separator drain valve T343V
and Fuel Gas Service Systems.
The boiler level control can also be operated in the boiler mass control mode. Open Starboard water separator drain valve T331V
This is the preferred setting and is selected from the Boiler Water Level Open Port atomising steam control valve isolators T344V, T345V The operation of the various valves associated with the burners is written into
Control graphic screen T30 452-07, by selecting INTERNAL for manual set the DCS logic and can be viewed from these screens. This includes the fuel
Open Starboard atomising steam control isolators T332V, T333V shut-off and recirculation valves, atomising steam and steam purge valves,
point (fixed level) or EXTERNAL for mass control.
Open Port and starboard burners (four) isolating valves T209B gas supply line shut-off valves, gas burner regulating and nitrogen purging
The system operates on the principle that the best control of the boiler level sequence.
Closed Port atomising steam control valve bypass T346B
is to maintain a constant mass of water in the system. In order to achieve this
the boiler level set point is automatically adjusted according to the boiler load. Closed Starboard atomising steam control valve bypass T334B The position of the air registers and the windbox pressure is indicated together
The set point follows a curve which results in a level setting of +40mm at with the uptake temperature and the boiler drum pressure.
Open Port and starboard burner purge (four) isolating T253B
maximum steam flow and -40mm at zero steam flow. This system results in
far better control, particularly in situations such as manoeuvring, where boiler Closed Port purge and atomising steam drain trap bypass T351V Other information displayed includes:
swell can be a problem. An additional switch is fitted into the circuit to give a Closed Starboard purge and atomising steam • Flame failure and discrepancy
fixed set point in the event of a crash stop. drain trap bypass T339V
• Type and combination of fuel in use
Open Port purge and atomising steam drain trap T348V, T347V
Since mass control moves the level set point, it follows that the level alarms • Pressures, temperatures and flow rates of gas and fuel oil
T349V, T350V
could be in the wrong place. To account for this, the system moves the alarm • Ignition sequence
set points so that they are always 130mm from the current level set point. The Open Starboard purge and atomising steam
settings of the other alarms and trips remain fixed to protect the boiler and drain trap T336V, T335V
plant. T337V, T338V Burner Cascade System
Open Instrumentation root valves The turn down ratio of the fuel oil burners is such that under normal conditions
Atomising Steam both burners on each boiler will be in use. Cascade control is available and
The atomising steam is individually controlled for each boiler by the DCS. It is selectable from the faceplates to allow a burner to be withdrawn automatically
supplied from the 10 bar steam system. Its nominal set point pressure is 8 bar under sustained low load conditions. This can also be manually done by
but it varies with the fuel rail pressure. the operator. A typical time when this may become necessary is during
manoeuvring, when the residual heat within the boiler after a sudden large drop
Control of the system can be accessed from DCS faceplate T30-452-05. in load, can cause steam generation to be greater than demand.
From here the valves can be operated and the automatic sequences viewed.
Atomising air can be selected for operation when lighting up from cold with Boiler Start Sequences
gas oil.
Having ensured that all boiler safety conditions are normal and all systems
When firing on gas oil and atomising air the set pressure is 4 bar. This pressure such as the fuel and the forced draught fans are running, it will depend upon
is fixed regardless of fuel rail pressure. Limit switches are fitted to the valves the starting situation (see below) if the boiler burner ignition sequence can be
concerned so that the DCS is able to use the correct pressure settings. started from the Boiler Burner Management screen. Click the area defined as
START PURGE to commence the lighting sequence. The following events will
(Note: It is not possible to fire one boiler on gas oil and the other on fuel oil take place:
when flashing the plant.)


1) Purging sequence begins with the burner air register opening.
The forced draught fan inlet vanes are moved to the purge
position and the furnace is purged for a period of 180 seconds.
During this sequence PURGE IN PROGRESS will be
highlighted on the DCS screen.
2) The purge sequence finishes after the set time period, the air
register closes and the forced draught fan vanes close. PURGE
COMPLETE is highlighted on the DCS screen.
3) The DCS checks that all safety conditions, shown on graphic

screen T30-452-10, required for firing have been met. If so
AUTHORISATION TO LIGHT is highlighted on the DCS
screen.
4) If the safety conditions are met then LIGHTING UP ON FUEL

OIL or LIGHTING UP ON GAS OIL together with HOT
START VALVE will be highlighted.
5) The lighting sequence begins with the air register opening. The
air is supplied at a rate preset within the DCS for lighting up.
The fuel valves open and the fuel recirculation valve closes.
Fuel flow is also preset for lighting up within the DCS. The
igniter is extended into the register and firing should take
place. When the flame is established it is detected by the flame
eyes, the igniter withdraws, and the lighting up procedure is
complete.
If the flame fails to establish, the fuel valves will close and the boiler will go
through a purge sequence to remove any combustible gas and unburnt fuel
from the furnace and uptakes. Having rectified the cause of the failure a further
attempt at lighting up can be made.
Burner Operating Modes
The burner operating modes are as follows:

• FUEL FIRING - fuel oil only
• DUAL FIRING - firing on a combination of fuel oil and gas
• GAS FIRING - firing on gas only
These modes are selectable from face plate T30-451-04 Boiler Burner Mode
Selection. Schematic diagrams display the valve positions during changeover
procedures.


3.3.3 BOILER OPERATING PROCEDURES When the plant is being started from cold the system will need to be prepared Preparation of the Fuel Oil System and Initial Firing
(see section 2.2.2 Auxiliary Condensate System).
The boilers can be flashed up from either the DCS in the ECR or CCR and
Preparation of the Boiler for Firing from Cold Prior to filling the boiler the feed treatment chemical manufacturer’s from the local control panel.
Preliminary Checks recommended initial dose should be applied. This can be mixed into a solution
and poured through the steam drum door prior to closing up or, pumped into Prior to flashing from cold the following should be carried out:
the steam drum using the chemical injection equipment (see section 2.2.4
a) All internal parts of the boiler and tubing should be free of • The position of every boiler valve must be checked and
Boiler Water Blowdown, Sampling and Treatment Systems).
debris, clean of oil and combustible materials and the refractory ensured that no valve is positioned such that it will impede the
checked to be in good condition. circulation of the water and steam in the boiler.
a) Set up the valves as follows with due consideration for the
effects of water hammer and mechanical shocking. All feed • The water level in the boiler should be raised to the normal level
b) The furnace gas passages and air passages should be clear.
valves are considered initially closed. by using the electric feed pump.
c) Check dampers for operation and indication.
Boiler Automatic Steaming Up Function
d) Close the drain valves of the level gauges. Regulate Auxiliary feed regulating valve M11B
Incorporated in the boiler control system is an Automatic Steaming Up
Open Economiser bypass valve M13B function, which is split into two categories and operates in such a way that
e) Check the operation of the safety valves easing gear, ensuring
that the gags have been removed. Open Economiser inlet M3B the system incorporates a superheater automatic vent valve T77B recognition
- Cold Start and then Hot Start.
Open Economiser outlet M853V
f) Check that the drum manholes and header hand holes are
properly closed. All casings are to be secured in position. Open Economiser header vent valves M5B, M6B, M7B, M8B Cold Start Up
Open Feed line high point vents M875V, M873V When firing the boiler from the DCS at a pressure less than 1.5 bar, it is
g) Check that the boiler access doors, air duct and gas duct access
doors and header casing doors are properly closed. Open Main feed check valve M4B considered to be a Cold Start and the Hot Start valve T79B remains closed.
The manual superheater vent valve T77B is to be maintained open 2 turns until
h) Open the superheat header drains. the boiler is on line.
b) Fill the boiler through this system and vent all air from the
economiser and feed water lines Close the vents when all air The boiler is fired at a minimum firing rate (6%) until a pressure of 1.5 bar
i) Check that all water wall header drains and blow down valves has been expelled and water issues from them. During this
are shut. has been reached. At this point the system changes over and operates as a Hot
operation, open for a short while and then close the auxiliary Start. For a Cold Start the superheater manual vent valve T77B and the boiler
feed check valve M12B, to prime this section of the feed line. drum vent valves should be open initially. Once steam starts to issue from the
j) Open the superheater vent and the superheater primary stop
valves. drum vent it may be closed.
c) Fill the boiler to about 100mm below the normal level in the
gauge glass. This is to allow room for expansion during the
k) Open the drum vent valves if not already open. first firing and steam raising phase. Hot Start Up
The boilers are arranged to restart automatically in the event of a restoration of
l) Check that all the level gauge and instrumentation root valves (Note: It is unwise to rely upon the remote level gauging at this stage. It power after a blackout, providing all the safety conditions have been fulfilled.
are open and that their drains are closed. can take some time to stabilise after the boiler has been in use and When firing from the DCS, at above a pressure of 1.5bar, is considered to be
the static heads establish.) a HOT START. The Hot Start valve will be open and the boiler will be fired
Procedure for Filling the Boiler and Establishing the Correct following a predetermined (fuel flow/steam pressure) curve, until reaching a
d) Briefly open the water level gauge drain valves and ensure that pressure slightly above the main superheat system pressure. The boiler will
Water Level
they are clear and that the level in the gauge reacts. This is to revert to master controller firing requirements and close the Cold Start valve.
Filling the boiler is achieved by pumping distilled water from the atmospheric initially prove that they are operating and not blocked.
drain tank using either the dump drain pump or one of the condensate drain Limitations on the Operation of the Hot Start Valve
pumps. A crossover valve is provided between the auxiliary condensate line
The hot start valve will not open if the steam flow is higher than 3.5 tonnes/h
and the boiler auxiliary feed water line.
such as when the boiler is supplying the plant or the superheater manual vent
valve is open, resulting in a steam flow above the setting.
In the case of one boiler and the plant operating normally, the auxiliary
condensate system will be running and no further preparation of it is necessary.


The hot start valve will open automatically when the boiler is tripped, the d) At the local boiler control panel select LOCAL operation. Purge Position Description Valve
superheat pressure is high at 62.5 bar or the steam flow is low at 2.7tonnes/ the furnace by pressing REQUEST in the Furnace Purge section Open Feed pump suction valves M210V, M211V, M213V
h. of the panel. Allow the furnace purge to complete, as indicated
when the COMPLETE lamp illuminates. Open Feed pump recirculating valves M810V, M816V
Despite the installation of the hot start valve, the superheater manual vent Open Feed pump recirculating controller valves M823V, M825V
valve T77B is to be maintained open two turns. e) Press the No.1 burner START button. This commences the
lighting off sequence as described in the previous section. Closed Feed pump recirculating controller bypass valve M826V
Observe the process from the furnace top and ensure that there Open Feed pump recirculating line to deaerator M202V
Resetting after a Flame Failure or a Boiler Shutdown
are no leaks of fuel or air, that the fire is clean and sitting
The fuel oil valve trip circuits latch on once a shutdown has been initiated and Open Feed pump main feed discharge valves M801V, M802V
correctly in relation to the quall, and that the flame eyes are
the trip circuit must be reset by entering a CLOSE command to the relevant reading the flame. M805V, M806V
valve.
M811V, M812V
(Note: It would be prudent, particularly where refractory repairs have taken
A boiler trip or flame failure of one burner will revert the control to MANUAL place, to pull the fire out after about five minutes. This allows the heat Open Feed pump auxiliary feed discharge valves M803V, M804V
on the DCS. Once the boiler is back on line, or the burner is reset, the control generated to even out and prevent thermal shocking due to uneven M807V, M808V
mode should be set back to AUTOMATIC. expansion.)
M813V, M814V
f) Maintain the fuel pressure at 3 bar, adjusting the fuel air ratio Open 3rd stage feed heater inlet and outlet valves M817V, M818V
Remote Operation
as necessary to optimise combustion. When the steam pressure
Open Spray water to external desuperheaters M830V, M831V
reaches 1.0 bar and steam is issuing from the drum vent, close
The system is operable from the DCS at the engine control room or the
the vent.
machinery section of the central control room. In this mode the boiler can be
flashed remotely from the DCS screens T30-452-03 and 04, even from zero i) Secure the burner in operation. Recirculate fuel oil until the fuel
The superheater and desuperheater header drains should remain open during temperature has reached a minimum of about 90°C at the burner
pressure. The firing will initially be as described earlier as under the COLD
the steam raising process to remove any water. They can be throttled in on the rail. Relight the boiler using fuel oil at 6 bar and atomising air
START method, changing over to HOT START at 1.5 bar.
secondary valves as the pressure increases. and continue to raise the steam pressure in accordance with the
If the boiler is flashed at above 1.5 bar, the engineer must ensure that the Hot steam raising graph.
CAUTION
Start valve is indicating OPEN. Once the boiler is on line the control mode
When controlling steam flow through any of the boiler and steam line (Note: The boiler should not be flashed on gas oil after the boiler steam
should be changed from MANUAL to AUTO.
drains always use the secondary of the two valves, leaving the primary pressure has exceeded 10 bar.)
valve fully open. This is done to protect the primary valve from damage
(Note: The flag labelled Hot Start on the DCS boiler screen T30-452-03/04 is
due to cutting and erosion by the steam. The water level can now be maintained using the electric feed pump. Shut the
indicating that the system is in HOT START condition, not actual hot
start valve position.) cross-connection valve M829V from the auxiliary condensate line. Run the
g) With reference to the steam raising graph, continue to raise electric feed pump as necessary, feeding through the auxiliary feed line and
steam over the time period specified. When the drum pressure the economiser.
a) With reference to section 2.4.2 Fuel Oil and Gas Service
reaches 2 bar, start warming through the desuperheated steam
Systems, set up the boiler fuel system with gas oil as the
system (see section 2.1 Steam Systems). Start to warm the heavy j) When the steam pressure reaches about 15 bar, start one of the
fuel supplied and recirculating at the burner header rail. With
fuel oil in the settling tanks and prepare the fuel oil heaters for main feed water pumps. The feed pump can be left running, its
reference to the atomising steam DCS graphic screen T30-452-
operation. output will be limited by the available steam pressure. It may
05, set up the valves to supply atomising air to the burner.
now be necessary to throttle in the superheater vent in order to
During this operation and whilst the steam drum pressure is still less than 5 bar, raise steam pressure at the rate shown on the graph.
b) Start the forced draught fan with the vanes closed from the local
it will be possible to maintain the water level using the test pump. Expansion
control panel or from DCS mimic T30-452-06 Forced Draught
of the boiler contents will cause the level to rise initially and may preclude the (Note: By using the steam tables, the degree of superheat being achieved
Fans and Air Heaters.
need to add any water before a feed pump can be brought into operation. at the superheated steam outlet can be determined. In addition to
c) On the starboard or port boiler DCS graphic screens T30-452-02 monitoring the rate of increase in the steam pressure compared to the
h) Start to warm through the main superheat lines to the feed graph, the rate of increase in the superheat temperature should also be
or T30-452-11, set the air flow to about 25%. The fuel pressure
pumps. Prepare the main and auxiliary feed systems for observed.)
should rise accordingly, dependant upon the fuel/air ratio setting
operation including the electric feed pump. Line up the valves
on the same mimic. The fuel pressure at the fuel rail should be
as follows:
3.0 bar, if necessary, adjust the air flow to achieve this figure


k) With reference to the boiler water level control faceplate T30- Procedure to Fire a Boiler with the other Boiler in Operation The best solution is to fill the second boiler whilst raising steam in the first
452-07, line up the main feed to the boiler by clicking on and boiler, using the condensate system. This is not possible if the boiler has been
opening the motor driven valve 2MOV2108. Clicking on the With one boiler in use and the plant operating normally the second boiler can shut down and drained for repairs with the plant running on the other boiler,
feed regulating valve CV26B faceplate allows it to be opened only be fired on fuel oil, not gas oil. without shutting down the auxiliary feed system.
and manual control to be taken. Until the automatic level control
has stabilised, control the feed to the boiler with the valve set to This still leaves the problem of maintaining the level during the early stages
Preliminary Checks
manual. of raising pressure. This will be achieved by using the auxiliary feed system in
the normal condition, fed from the main feed pumps, with due consideration
It may now be possible to shut the superheater vent as sufficient steam is being a) All internal parts of the boiler and tubing should be free of for the effect of throttling across the auxiliary feed regulating valve.
consumed in the auxiliaries to maintain a safe flow through the superheater. debris, clean of oil and combustible materials and refractory
Carefully monitor the conditions as described above and adjust the vent and checked to be in good condition.
Filling the Boiler from the Condensate System
drains accordingly.
b) The furnace gas passages and air passages should be clear. Where one boiler is already in use and the plant operating normally, the
l) Warm through the atomising steam system (see section 3.3.2 second boiler should be filled via the auxiliary feed line and using the boiler
Boiler Control Systems). When the system is drained and ready c) Check dampers for operation and indication. test pump.
for use, change over from atomising air to atomising steam.
d) Close the drain valves of the level gauges. Prior to filling the boiler the feed treatment chemical manufacturer’s
The boiler can be placed in automatic combustion control using either the DCS recommended initial dose should be applied. This can be mixed into a solution
faceplates T30-452-11 for port or T30-452-02 for starboard. The DCS applies e) Check the operation of the safety valves easing gear ensuring and poured through the steam drum door prior to closing up or, pumped into
a fixed fuel and air signal until the pressure has nearly reached the set point. that the gags have been removed. the steam drum using the chemical injection equipment (see section 2.2.4
This system is described in section 3.3.2 Boiler Control Systems. Boiler Water Blowdown, Sampling and Treatment Systems).
f) Check that the drum manholes and header hand holes are
m) Warm through and drain the superheated steam lines to the properly closed. All casings to be secured in position. a) Set up the valves as follows with due consideration for the
turbine generators. Prepare one of the turbine generators for effects of water hammer and mechanical shocking. All feed
service as described in section 2.13.1 Turbine Generators. g) Check that the boiler access doors, air duct and gas duct access valves are considered to be initially closed.
When the boiler pressure reaches about 40 bar start the turbine doors and header casing doors are properly closed.
generator, synchronise and apply load. Leave the diesel generator Position Description Valve
on load until the boiler has stabilised on full automatic control. h) Open the superheater header drains.
Regulate Auxiliary feed regulating valve M11B
The boiler safety valves should be carefully tested, when the pressure is about i) Check that all water wall header drains and blow down valves Open Economiser bypass valve M13B
3-4 bar below full pressure, by using the easing gear to lift the disc well clear are shut. Open Economiser inlet valve M3B
of the seat. A short strong blow of steam should be released before letting the
valve disc reseat sharply. j) Open the superheater vent and the superheat primary stop Open Economiser outlet valve M853V
valves. Open Economiser header vent valves M5B, M6B, M7B, M8B
When the boiler has reached the operating pressure and combustion control
is being regulated in automatic by the DCS, place the water level control to k) Open the drum vent valves if not already open Open Feed line high point vents M875V, M873V
automatic, if not already established. Ensure that all systems previously in Open Main feed check valve M4B
manual control have been placed to automatic, including the local control panel l) Check that all the level gauge and instrumentation root valves
to the REMOTE position. All safety overrides must be restored to normal. are open and that their drains are closed.
b) Fill the boiler through this system and vent all air from the
Place the burner control to CASCADE on the faceplates T30-452-03 for port economiser and feed water lines. Close the vents when all
and T30-452-04 for starboard. This allows the DCS to put the second burner
Procedure to Fill the Second Boiler with Water air has been expelled and water issues from them. During
into operation as required. This will be necessary with the plant operating on this operation, open for a short while and then close, the
The cross-connection used for initial filling from the auxiliary condensate auxiliary feed check valve M12B to prime this section of the
one boiler.
line feeds the boilers through the auxiliary feed line. This poses a problem feed line.
in that with one boiler on line, with the feed system as normal, the filling
n) Close all the drain valves.
connection cannot be used without shutting down the auxiliary feed system. c) Fill the boiler to about 100mm below the normal level in the
Use of the main feed system under full pressure to fill a boiler is unsatisfactory, gauge glass. This is to allow room for expansion during the first
the necessary throttling and pressure drop across the valve is likely to cause firing and steam raising phase.
damage.


(Note: It is unwise to rely upon the remote level gauging at this stage. It can reaches 1.0 bar and steam is issuing from the drum vent, close fixed fuel and air signal until the pressure has nearly reached the set point. This
take some time to stabilise after the boiler has been in use and the the vent. system is described in section 3.3.2 Boiler Control Systems.
static heads establish.)
The superheater and desuperheater header drains should remain open during j) Continue to raise steam pressure and temperature in accordance
d) Briefly open the water level gauge drain valves and ensure that the steam raising process to remove any water. They can be throttled in on the with the graphs. Commence warming through the superheat
they are clear and that the level in the gauge reacts. This is to secondary valves as the pressure increases. and desuperheat lines and draining as necessary. The superheat
initially prove that they are operating and not blocked. and desuperheat main stops have warming through valves
CAUTION fitted around them with drains located between the main and
When controlling steam flow through any of the boiler and steam line primary stops.
Preparation of the Fuel Oil System and Lighting Off drains always use the secondary of the two valves, leaving the primary
valve fully open. This is done to protect the primary valve from damage k) When the boiler pressure reaches about 50 bar, the desuperheat
a) With reference to section 2.4.2 Boiler Fuel Oil and Gas Service due to cutting and erosion by the steam. primary and main stops can be opened, assuming that warming
Systems, recirculate fuel oil until the temperature has reached through and draining has been satisfactory. Close the warming
a minimum of about 90°C at the burner rail. Warm through g) With reference to the steam raising graph for the boiler, continue through valve but continue to drain the line.
the atomising steam system, see section 3.3.2 Boiler Control to raise steam over the time period specified. The boiler safety valves should be carefully tested, when the pressure is about
Systems. When the system is drained and ready for use, using 3-4bar below full pressure, by using the easing gear to lift the disc well clear
the atomising steam graphic screen T30-452-05, set up the During this operation and whilst the steam drum pressure is still less than 5 bar, of the seat. A short strong blow of steam should be released before letting the
valves to supply atomising steam to the burner it will be possible to maintain the water level using the auxiliary condensate valve disc reseat sharply.
system. Expansion of the boiler contents will cause the level to rise initially.
b) Start the forced draught fan with the vanes closed from the local l) As the boiler desuperheated steam pressure reaches the same
control panel or from the forced draught fans and air heaters h) The water level can now be maintained using the auxiliary pressure as the output from the on line boiler, it will begin
graphic screen T30-452-06. feed system. Shut the cross connection valve M829V from the to overcome the check valve and feed into the desuperheat
auxiliary condensate line. Open the auxiliary feed valves from steam system. The superheat main stop is left closed and the
c) Using either the one of the DCS graphic screens T30-452-02 the feed pumps as shown below. Regulate the boiler water level superheat vent left open at this time. This method is known as
or T30-452-11, Starboard or Port Boiler Combustion Control, using the auxiliary feed regulating valve, feeding through the ‘floating the boiler on line’.
set the air flow to about 25%. The fuel pressure should rise auxiliary feed line and the economiser.
accordingly, dependant upon the fuel/air ratio setting on the When the boiler has reached the operating pressure and combustion control
same faceplate. The fuel pressure at the fuel rail should be 6 is being regulated in automatic by the DCS, place the water level control to
bar, if necessary, adjust the air flow to achieve this figure. Position Description Valve
automatic, if not already established. Ensure that all systems previously in
Open Feed pump auxiliary feed discharge valves M804V, M803V
manual control have been placed to AUTOMATIC, including the local control
d) At the local boiler control panel select LOCAL operation. Purge M807V, M808V
panel to the REMOTE position. All safety overrides must be restored to
the furnace by pressing REQUEST in the Furnace Purge section M813V, M814V
normal.
of the panel. Allow the furnace purge to complete as indicated
when the COMPLETE lamp lights. (Note: By using the steam tables, the degree of superheat being achieved
Place the burner control to CASCADE on the faceplates T30-452-03 for port
at the superheater steam outlet can be determined. In addition to
and T30-452-04 for starboard. This allows the DCS to put the second burner
e) Press the No.1 burner START button. This commences the monitoring the rate of increase in the steam pressure compared to the
into operation as required. This will be necessary with the plant operating on
lighting off sequence as described in the previous section. graph, the rate of increase in the superheat temperature should also be
one boiler.
Observe the process from the furnace top and ensure that there observed. Before coupling the second boiler ensure that the difference
are no leaks of fuel or air, that the fire is clean and sitting in the incoming and system superheated steam temperatures is 50°C
m) Stabilise the boiler and the automatic controls. Observe the
correctly in relation to the quall, and that the flame eyes are or less.)
superheat temperature as it increases due to the load now on
reading the flame. the boiler. Prepare to bring the superheater steam onto line by
i) With reference to the boiler water level control graphic screen
opening drains on the superheater pipe lines, the feed pumps,
T30-452-07, line up the main feed to the boiler by clicking
(Note: It would be prudent, particularly where refractory repairs have taken the turbine generators and the main engine steam chest. This is
on and opening the motor driven valve 2MOV2108. Clicking
place, to stop the burner after about five minutes. This allows the heat a precaution should any water still remain in the superheater or
on the feed regulating valve CV26B faceplate allows it to be
generated to even out and prevent thermal shocking due to uneven pipe lines and are carried into the system during coupling.
opened and manual control to be taken. Until the automatic
expansion.) level control has stabilised, control the feed to the boiler with
n) Slowly open the superheat main stop valve and bring the
the valve set to manual.
f) Maintain the fuel pressure at 6 bar, adjusting the fuel/air ratio superheat steam onto line.
as necessary to optimise combustion. When the steam pressure The boiler can be placed in automatic combustion control from the DCS
graphic screen T30-452-11 port, T30-452-02 starboard. The DCS applies a


CAUTION CAUTION
During the coupling operations of the desuperheated and superheated To avoid uneven expansion and damage to the pressure parts and
steam systems, observe the combustion conditions on the other boiler. The refractory, do not open the furnace access door until the furnace cools. Do
effect of the coupling is to reduce the load of the on line boiler and, its not cool the boiler by blowing down and filling with cold feed water.
reaction should be checked as satisfactory.
n) Allow a minimum of four hours to cool down a boiler. Regular
o) Close all the drain and the superheat vent valves. checks of the casing and flues should be made to ensure that
no fires have developed within the boiler. Check the furnace
using the peep holes provided. Observe the funnel from outside
Procedure for Taking a Boiler Out of Service to ensure that no smoke, indicating fire, is being emitted and
monitor the uptake temperature and O2 content. Observe the
a) Operate the sootblowers (see section 3.3.3) superheater outlet temperature. This should be dropping rapidly
down to saturation temperature. Failure to drop to saturation
b) Reduce the boiler load gradually to a level that can be sustained temperature could indicate a fire somewhere, giving the steam
by one boiler. a degree of superheat.
c) Change from heavy fuel oil to diesel oil before stopping the o) Close all the air heater steam supply and drain valves.
boiler, if shutting down both boilers and the steam plant.
d) Open the superheater outlet vent valve and stop the boiler using
the manual trip.
e) Stop the FD fan
f) The furnace post purge should be carried out twice by using

the furnace pre-purge sequence. Purge the furnace by pressing
REQUEST in the Furnace Purge section of the panel. Allow the
furnace purge to complete as indicated when the COMPLETE
lamp lights.
g) Close the superheated and desuperheated steam stop valves

gradually, to avoid a sudden pressure drop in the pipeline.
h) Open the superheater drain valves a quarter of a turn.
i) Change the automatic combustion control system to MANUAL

operation.
j) Close the fuel oil valves and atomising steam valves.
k) Remove the burner.
l) Maintain the normal water level at the normal level for the 15
minutes after shutdown, after which time the feed water supply
valves may be closed.
m) When the boiler pressure drops to about 15 bar fully open the
superheater drain valves and desuperheater drain valves.


3.3.4 SOOTBLOWERS Operating Modes • Emergency retract pushbutton operated locally
• Rotary sootblower time exceeded/stop position time out
Maker: Kikan Buhin Manufacturer Co. Ltd Each boiler can have its sootblowers operated automatically in two modes:
Model.: H13-8103 • Rotary sootblower motor overload
• Economiser sequence only
Description • Boiler full sequence Any of the above alarms will cause the sootblower concerned to register
‘Abnormal’ and, if in the automatic sequence, will be bypassed and the
Each of the boilers is fitted with ten sootblowers comprising two long stroke The boilers can be sootblown simultaneously or one following the other. sequence will continue with the remaining sootblowers.
retractable units and eight stationary rotary units. The sootblowers are of the Economiser Sequence
steam nozzle and tube type, positioned as follows:
The blowers operate in the order R4, R5, R6, R7 and then R8 Warming through Sequence
Position No. Type
Full Sequence When operating the blowers, either in automatic or in manual/local mode,
Superheater Two Long retractable the steam pipelines must be warmed through before starting the sootblowing
The full sequence comprises automatic operation of the blowers in the order sequence. This comprises of the automated steam supply valve being opened
Boiler bank tubes Three Stationary rotary
R4, R5, R6, R7, R8, L1, L2, R1, R2, R3, R4, R5, R6, R7 and then R8. fully and then the automated drain valves being opened for the programmed
Economiser Five Stationary rotary time.
The sootblowers can also be operated in the local mode, at the boiler, in any
desired order. On completion of this sequence, the drain valves will shut and the automated
All the sootblowers are driven by electric motors and use desuperheated
steam at 15 bar. The steam pressure is controlled by the DCS using valve sootblowing sequence will begin or, if in local mode, the operator can
Failure or an abnormal condition on a sootblower during an automated commence manual operation.
T716V which ensures a constant 15 bar supply. The response is designed to be
sequence will result in that sootblower being bypassed. The sequence will
sufficient to prevent the safety valve lifting during sudden load change such as
continue with the next programmed sootblower. An alarm is sounded for each Upon completion of the sequence, the master steam valve closes and the port
when the blowers change over as they progress through the sequence.
sootblower that is bypassed. and starboard drain valves open.
Each boiler is fitted with an automated drain valve for warming through and
also a constantly open steam drain trap to ensure that the steam line remains Alarms and Interlocks Operation of the Sootblowers
clear of water.
The following interlocks are fitted within the system: Frequency of sootblowing is governed by the quantity of HFO burned, but the
Control of the boiler sootblowers is carried out by the DCS from graphic following is offered as guidance. It is recommended to operate the sootblowers
• Steam supply valve abnormal
screen T30-454-01. The sequence can be observed from graphic screens T30- twice a day during fuel oil firing, once a day during dual fuel firing and every
454-02 and T30-454-05 for the port and starboard boilers respectively. • Steam pressure low few days during gas only firing.
All the sootblowers are fitted with a local start button for use in the local mode Either of the above conditions will cause all of the long stroke sootblowers to
of operation. In addition, the long stroke blowers are fitted with an emergency Operation of any Automatic Sequence
retract and the system to shut down. The steam valve will not close until all the
retract button for use in any operating mode. All the blowers have a stop long stroke sootblowers are in the retracted position. Any rotary sootblowers All operations are carried out from DCS graphic screen T30-454-01 as
position switch and the long blowers have a reversing switch. will continue to turn until they reach their stop position. follows:
These are fitted for control purposes within the DCS. Motor running, direction The following alarms are also fitted: a) Select DCS on the control mode area of the screen.
and overload conditions are fed back to the DCS for indication, control and
alarm purposes. • Long stroke sootblower time exceeded, due to: b) Select one of the six preset operating sequences:
Forward motor not running • No.1 boiler ECONOMISER SEQ. START
Reverse position switch time out • No.2 boiler ECONOMISER SEQ. START
Retract motor not running • No.1 boiler FULL SEQ. START
Stop position time out • No.2 boiler FULL SEQ. START
• Long stroke sootblower motor overload • Both boilers FULL SEQ. START
• Long stroke stop position abnormal • Both boilers ECONOMISER SEQ. START
• Emergency retract pushbutton operated on the DCS


The warming through sequence starts automatically indicated by the SYSTEM
ON WARM UP lamp being illuminated. When the warming through sequence
completes the SYSTEM ON WARM UP highlight extinguishes. The selected
automatic sequence commences and sootblowing takes place. This is indicated
by AUTO SEQUENCE IN PROGRESS being highlighted.
When the sequence is completed the AUTO SEQUENCE IN PROGRESS

highlight extinguishes. At the end of the blowing sequence a five minute timer
is activated. This is to prevent the system going through another, unnecessary,
warming through sequence before starting the next program.
If a further automatic sequence is selected within the five minute period the
timer is cancelled and the new sequence takes place. When no further sequence
is selected within the five minute end of sequence period, the system shuts
down i.e. the main steam valve closes and the port and starboard drain valves
open.
Local Operation
a) Select LOCAL on the control mode section of the DCS
faceplate T30-454-01.
b) Select WARM THROUGH SYSTEM on the same DCS

faceplate. The warming through sequence commences and
SYSTEM ON WARM UP is highlighted. When the sequence
completes the SYSTEM ON WARM UP highlight
extinguishes.
c) MANUAL OPERATION AVAILABLE is now highlighted.

Control is now available for each sootblower except for any
that are bypassed. Start each sootblower as required from their
respective local start buttons.
d) Upon completion the system is shut down from the DCS panel.
This can only be achieved if all the long stroke sootblowers are
fully retracted. Select OFF in the control mode section of the
DCS screen. All the blowers are now locked out. The steam
supply valve is closed and both port and starboard drain valves
open.
Sealing Air
The glands at the boiler casing are sealed by air pressure from the FD fans
trunking.

3.4 Main Turbines
3.4.1 Main Turbines and Ancillaries
3.4.2 Main Turbines Control System
Illustrations
3.4.1a Main Turbines
3.4.2a Main Turbines Control System

Illustration 3.4.1a Main Turbines
Turning Gear Side Elevation - Looking to Port Looking AFT

Gland Steam Condenser
Main Lubricating Oil Pump
Generator Turbine Exhaust Steam Inlet

Main Thrust Bearing
HP Turbine Steam
Inlet Control Valves
Dump Steam Inlet Sea Water

Cooling Outlet
Oil Pan
Sea Water
Scoop Inlet Sea Water
Pump Inlet
Plan
Low Pressure
Astern Turbine
Low Pressure
Ahead Turbine
Reduction Gear
Generator Turbine Exhaust Steam Inlet
Main Lubricating Oil Pump
Main Thrust Bearing
Gland Steam Condenser
Turning Gear
Control Oil Pump Unit

High Pressure Turbine

3.4 MAIN TURBINES For ahead operation the steam is supplied to the high pressure (HP) turbine Steam is supplied to the glands from a gland steam receiver mounted underneath
through the ahead nozzle valves and nozzle chambers. the turbine. Where the internal steam pressure is higher than the pressure in the
3.4.1 MAIN TURBINES AND ANCILLARIES gland housing, steam will enter the series of diaphragms from the turbine, and
The turbine first stage nozzles are arranged as follows: is effectively throttled across each stage causing its pressure to drop. The final
Specification very low pressure steam is led away to the gland steam condenser.
Nozzle Control Valve Number of Nozzles
Maker: Hyundai-Mitsubishi No.1 valve 6 Where the pressure in the gland housing is greater than the internal turbine
Type: MS36-2 Cross-compound, impulse-reaction No.2 valve 6 pressure at the shaft exit point, the steam available from the gland steam
HP turbine: one two-row Curtis and seven Rateau No.3 valve 6 receiver will be drawn through the gland, effectively sealing it and preventing
stages No.4 valve 3 the ingress of air. The gland steam receiver releases excess steam through a
No.5 valve 3 control valve to the flash chamber or receives steam from a make-up controller
LP turbine: Four Rateau and four reaction stages
Astern 50 supplied from the 10 bar range. The need for the steam to make-up or spill
Astern turbine: two two-row Curtis stages changes with the turbine load, ie at high load the steam will generally be spilt
Output: 35,500PS at 100% MCR, 12,177PS astern The HP turbine is of the impulse single-flow type, in which steam enters the out of the system and at low loads the packing steam will need to be made
HP turbine speed: 5,845 rpm turbine through the ahead stop valve connected to the HP turbine directly, up.
LP turbine speed: 3,335 rpm five ahead nozzle valves, five groups of first stage nozzles and transfers the
energy to the rotating element. The steam flows across the two-row Curtis
Propeller speed: 84 rpm Gland Condenser
stages and seven Rateau stages and then to the exhaust chamber at the aft
Steam condition: 60.3 bar and superheated at 510°C side of the HP turbine. The gland condenser is a horizontal, straight tube type with the gland exhaust
Direction of rotation: Clockwise, looking from aft fan mounted on top. It has cooling tubes through which the main condensate
Astern maximum From the HP turbine the steam flows through the cross-under pipe to the is passed to act as the cooling medium. Turbine gland leakage steam and air is
continuous speed: 56.7 rpm low pressure (LP) turbine. collected in the gland condenser. Air and non-condensible gases are drawn out
and exhausted by the fan. Condensate passes through a loop seal and drains
Critical speed: 27 - 32 rpm to the atmospheric drains tank. The loop seal is set to cause a back-pressure
The LP turbine is of the impulse reaction single-flow type in which steam
Condenser vacuum: 720mmHg at a sea temperature of 27°C flows towards the forward side through the steam chest, transfers its energy in the gland condenser and therefore protect the glands system from drawing
Steam bleed off: to four Rateau stages and four reaction stages and exhausts into the main in air through the condenser.
HP: HP turbine 3rd stage condenser.
IP: Crossover pipe
The astern turbine is of the impulse type, arranged at the forward end of Main Condenser
LP: LP turbine 3rd stage
the LP turbine. Steam enters through the astern manoeuvring valve, astern
Main gearing: Double helical, dual tandem articulated, double The main condenser is a surface cooled, radial-flow type with a dump steam
guardian valve, and transfers its energy to two, two-row Curtis stages, towards
reduction gear chamber. It is mounted directly below the LP turbine at right angles to the
the aft side, and exhausts into the main condenser.
Main condenser: Radial flow surface type with dump steam chamber axis of the turbine and the condenser neck is bolted directly onto the turbine
exhaust flange. Thermal expansion of the upper part of the condenser in the
Cooling surface: 3,100m2 For emergency independent operation of the LP or HP turbine, the flexible
longitudinal direction is accommodated by the deflection plate, fitted at the
coupling can be removed and the cross-under piping changed for the
Tube size: Diameter 19mm, thickness 0.7mm forward side of the condenser.
emergency piping (see section 4.3).
Vacuum pumps: Nash AT 1006
No. of sets: 2 The condenser shell, hotwell, water chambers and dump steam chamber are
Gland Steam all fabricated from steel plate and welded together. The internal surfaces of
Capacity: 7.5SCFM
Labyrinth type seals are used at the end of the turbine rotors to prevent the the water chambers are lined with neoprene with sacrificial anodes fitted to
steam in these regions from leaking to atmosphere and more importantly, to help prevent corrosion.
Descriptions prevent air from entering the turbine where the internal pressure is less than
atmospheric. The seals are arranged as a series of diaphragms machined into The condenser tubes are arranged for radial flow of the steam across them.
Turbines the shaft and slots for them to run in, fitted to the gland housing. The spaces The air extraction box is positioned at the centre of the tube nest. Steam
The turbines are the cross-compound, impulse reaction type, consisting of between the diaphragms and the slots in the housing are kept as small as entering the condenser is guided around the boundary between the tube nest
high and low pressure turbines. possible whilst allowing some axial movement of the rotor. and the shell, and then towards the centre of the tube nest. Condensate flows
down into the hotwell at the bottom of the condenser, from where it is pumped
Steam is supplied from the main boilers at 60.3 bar at 510°C. The steam enters out by the main condensate pump. The water level in the hotwell is maintained
the turbine through the main steam piping, main steam strainer and main stop by recirculating the condensate back into the hotwell.
valve or astern guardian and manoeuvring valve.

The condenser is of the regenerative type, whereby the steam entering the Oil is drawn from the main engine sump tank and discharged to each bearing The following graphic screens are used to monitor and control the main turbine
condenser gives up some of its heat to the condensate. This is achieved by and to the gear oil sprayers after passing through the oil coolers and pressure functions carried out by the DCS:
guiding the steam flow as described above. This also has the added advantage regulator. The oil returns to the hull sump tank from the oil pan slung under
of deaerating the condensate. The air and non-condensable gases enter the air the main reduction gear casing. Graphic Screen Description
extraction box at the centre of the tube nest from where they are removed by T30-405-01 MAIN ENGINE BEARING TEMPERATURES
the vacuum pump. If loss of electrical power occur the bearings are supplied from the turbine T30-405-03 MAIN ENGINE LUB OIL SYSTEM
driven pump and from the emergency gravity tank. T30-405-04 MAIN ENGINE MIMIC BOARD
The dump steam pipe is led into the condenser, the steam being water sprayed T30-405-05 MAIN ENGINE PROTECTION
on entry in order to cool it, preventing thermal damage to the tubing due Control oil to actuate the manoeuvring valves is supplied from the main LO T30-405-06 MAIN ENGINE CONTROL OIL AND
to local overheating. system to a control oil tank, on which separate control oil pumps and strainers MANOEUVRING SYSTEM
are mounted. This allows the control oil to be cooled in the main LO system. T30-405-07 MAIN ENGINE OVERVIEW
Cooling sea water is supplied by a main circulating pump and when at sea The control oil is returned to the main sump and the flow can be viewed
and conditions are normal, by a scoop system set into the hull of the ship through a sight glass.
(see 2.5 Sea Water Systems).
The Main Turbine and the Distributed Control System
Gearing
Equipment Involved
The reduction gearing between the turbine and propeller is a double reduction,
dual tandem articulated type. The reduction gear consists of two first pinions, • Main engine and gearbox bearing probes
four first gear wheels, four second pinions and one second gear wheel
• Interface with the main telegraph system for indication and
alarm purposes
Both the HP and LP turbines are connected to the first pinions of the
reduction gear by flexible couplings which drive the first reduction gear • Interface with the main engine protection system for indication
wheels. The first reduction gear wheels are connected through flexible shafts and alarm purposes
fitted with flexible couplings to the second reduction pinions, which drive • Interface with the main engine control system for indication
the second-reduction gear wheel. and alarm purposes
The main thrust bearing is located in a separate casing aft of the main • Transmitters, control valves and pump starters associated with
reduction gear. the LO systems
• Main turbine turning gear
A motor driven turning gear is provided and mounted at the aft end of the
driving shaft, which is connected to the HP first reduction pinion. The primary function of the DCS with regard to the main turbine is purely
alarm and monitoring, either directly from the bearing temperature probes, or
Lubrication as remote monitoring of the package vendor units. This includes monitoring of
the turning gear. Monitoring and alarm functions are provided for the pressure
The lubricating oil system (see 2.3.1 Main Turbine Lubricating Oil System) and temperature sections of the control oil system. Control of the lubricating
consists of one main turbine driven lubricating oil pump, two motor driven oil pressure and temperature is carried out together with the control of the
auxiliary lubricating oil pumps, a main lubricating oil strainer, a pressure lubricating oil and control oil pumps starting and stopping function.
control valve, a temperature regulator, two lubricating oil coolers, an
emergency gravity tank and one lubricating oil pan and sump tank built Gland steam make-up and spill is also controlled by the DCS.
into the hull.
The main turbine driven LO pump supplies the turbine and gearing with
oil when the turbine is manoeuvring. The motor driven LO pump will start
when the revolutions are at 63 rpm for 10 minutes, the oil pressure is low or
an abnormality occurs in the operation of the turbine driven pump. This is
controlled by the DCS graphic screen T30-405-03 MAIN ENGINE LUB OIL
SYSTEM.

Procedure for Start-Up Position Description Valve l) Warm through and drain the main superheat line from the
Open Auxiliary LO pump discharge valves L202V, L201V boilers to the HP turbine stop valve. Ensure that the turbine,
Successful operation of the turbine depends to a large extent on the manner of main steam strainer, and high pressure steam chest drains are
the warming, loading and stopping of the turbines. Steam turbines are built and Closed LO system drain to the sump tank L204V all open. Open the drain valves T646V and T647V and slowly
operate with very close tolerances in their structure, and the very nature of the Open Gear driven LO pump suction valve L216V open the intermediate stop valve L645V. Warm the line slowly
driving medium can lead to problems associated with thermal expansion unless whilst continuing to turn the turbine using the turning gear.
due care is taken. Correct warming through and proper drainage is essential Open Gear driven LO pump discharge valve None
together with careful handling of load changes. The preparation of the turbine Open LO cooler inlet valve as required L214V or L212V m) Drain and warm through the 10 bar line to the gland steam
for use is the responsibility of the operator. Correct loading up and down times make-up system. From graphic screen T30-405-07 MAIN
Open LO cooler outlet valve as required L213V or L215V
are programmed into the turbine control system, as are the opening of the ENGINE OVERVIEW, the make-up and dump controllers can
drain valves and bleeds. Should any of these functions need to be carried out In use Place one of the micronic filters on line Changeover cock be put on line. From the same screen start the gland exhaust
manually, they should be done in the same manner as the automated function. fan. The packing steam pressure should be between 0.1 and 0.2
Close LO cooler sea water drain valves
bar.
Initial Checks and Preparation Open LO cooler sea water inlet valve as required
Open LO cooler sea water outlet valve as required CAUTION
a) Start the main sea water circulating system (see section 2.5.1 The gland packing steam will start to heat the turbine. It is therefore
Main Sea Water Circulating System). Close LO cooler sea water drain valves essential to keep the turbine turning on gears and the LO system running
to avoid localised heating.
b) Check the water level in the main condenser hotwell. It should h) Vent any air from the LO coolers, then close the vent valves.
be higher than normal to allow for filling of the recirculating n) Ensure that the vacuum pumps are supplied with sealing and
pipework. Top up as necessary from the distilled water tanks i) Set the LO temperature controller to 44°C from the DCS graphic cooling water and start one pump. Observe the vacuum forming
through valves M124V and M125V. screen T30-405-03 MAIN ENGINE LUB OIL SYSTEM. Start in the condenser, checking for leaks should this not take place at
one of the LO pumps from the same faceplate. the normal rate or fail to achieve the rated vacuum of 720mmHg
c) Prepare the main condensate system for operation (see 2.2.1 at a sea temperature of 27°C.
Main Condensate System). Ensure that both pump suction Check around the LO system for leaks. The level in the LO sump tank will
valves are open and that the recirculation system is ready for drop as the system charges and may require topping up. A flow of oil should o) Open the spray water valve for astern operation.
use. Start one of the condensate pumps with the delivery valve be observed returning from the LO gravity tank and the control oil tank sight
closed, then slowly open the valve. glasses. It is good practice to observe gear sprayers and any other oil returns p) Open the turbine warming through valve L644V. This passes
that can be accessed and viewed without loss of oil. steam directly from the steam line to the turbine nozzles. This
The condensate will be recirculated back into the condenser through the small quantity of steam passes through the turbines to the
recirculation valve until the condenser receives water from other drains or j) Start one of the control oil pumps. condenser and slowly warms the turbine rotors and casing up at
exhaust. The level control ensures that the level in the hotwell remains constant, an even rate.
and that condensate is pumped up to the deaerator whilst still retaining the The LO system oil pressure should be as follows:
correct level. During this initial period of little drainage into the condenser, it Maintain the warming through of the turbine and steam piping for at least
is possible for the level to drop due to leakage up to the deaerator. The level in Main LO system 1.0 - 1.5 bar one hour.
the hotwell will require monitoring and further topping up as necessary. Control oil system 14 - 15 bar
q) Open the intermediate steam valve slowly and fully close its
d) Open the gland leak off valve between the main turbine and k) Engage and start the turning gear. Observe the amps being bypass valve.
the gland steam condenser. drawn by the turning gear motor. If these are higher than normal
investigate the turbine, gearing and shafting to determine why (Note: If the engine has been turning on gears for less than 24 hours with the
e) Check and record the axial position of the rotors at the cold they are not turning freely. gland steam supplied, there is no need to use the warming through
condition. steam and the engine can be used immediately.)
CAUTION
f) Check the oil level in the main sump tank and top up as Before proceeding to the next stage ensure that the main stop valve,
necessary, taking the amount of oil to be placed into circulation the astern guardian valve and the ahead and astern manoeuvring valves
into consideration. are all closed.
g) Set up the main turbine lubricating oil system, placing the

valves as follows:

CAUTION v) Upon completion of the tests inform the bridge and fully open Changeover from Sea Going to Manoeuvring Conditions
If the ship is to be moved using tugs or any other means of external the ahead stop valve. Place the turbine in AUTOSPIN mode The engine room must be attended one hour before STANDBY is rung. During
propulsion, disengage the turning gear. Failure to do so may damage the which will automatically turn the engine ahead and astern on the standby period the Chief Engineer will be present and the ECR must be
turning gear due to the propeller idling whilst under way. Ensure that steam until it is required. The main turbine control is then attended at all times. The ECR clock will be synchronised with the bridge prior
the LO system is running. If the turbine is hot or gland steam is being transferred to the bridge. to standby.
supplied, the turbine must not be allowed to remain stationary for longer
than 3 minutes, or the risk of the rotors deflecting exists. Ensure that the (Note: A temperature of 350°C or more is necessary at the manoeuvring valve The second turbine generator will have been run up and paralleled with the
main turbine manufacturer’s instructions are followed before any tow is chest before the main turbine is ready for manoeuvring.) switchboard the day before standby, due to the care required and the prolonged
commenced.
run up time required. In the event of a sudden standby situation, a diesel
Run up to Full Speed after Manoeuvring generator will be run up and paralleled as the second generator.
Testing the Engine
Following manoeuvring, the turbine control system is set to the NAV. FULL
a) The production of fresh water should cease the day before
The bridge will advise the ECR when the main turbine can be turned using mode which is full away on passage. The program controlling the turbine will
standby entering port.
steam, which will be after the shore gangway has been removed. slowly increase the speed through a preprogrammed ramp of approximately 80
minutes. The following will automatically occur:
b) During the one hour notice period the main turbine rpm will
r) Disengage the turning gear. The red light on the console changes
be reduced to the minimum setting on the FULL AWAY zone,
to green indicating that the turning gear is fully disengaged. a) The main turbine and manoeuvring valve chest drains will
which is 55 rpm.
close.
CAUTION
c) As the turbine slows down the following will occur:
Do not allow the rotors to remain stationary for more than three minutes b) The astern guardian valve will close.
once the gland packing steam has been admitted. Failure to follow this • At 75 rpm the main condenser recirculating valve will unlock.
advice could result in the rotors deflecting. (Note: Examine the valve to ensure that it has closed.) The fluctuation in the main condenser water level may cause
main condenser and deaerator water level alarms. The engineer
s) Open the astern guardian valve. Do not forget to remove the c) The main turbine drains will close. should monitor the situation, but no manual intervention should
pin. be required.
d) At approximately 70 rpm the main LO pump discharge pressure • As the turbine steam pressure reduces, the bleed steam valves
t) Start the control oil pump and reset the main turbine trip. will reach the point where it will allow the auxiliary LO pump will close.
to stop.
(Note: To test the main turbine, the telegraph lever must be in the STOP
position, the manoeuvring valves must be in the CLOSED position, e) The main condenser cooling will change over at approximately d) When the bridge control changes from FULL AWAY to
which can be confirmed on the DCS, and all trips reset.) 53 rpm, depending on the speed of the vessel at the time. manoeuvring mode, the following plant changes occur
automatically and should be confirmed by the engineer in
u) With the engine in ENGINE CONTROL ROOM mode, change f) The steam bleed valves will open automatically at charge:
over to PB (pushbutton control), then select the AHEAD UP preprogrammed stages in the ramp, and feed bleed steam into • If the boilers are on 100% gas firing, they will revert to dual
pushbutton on the manoeuvring console and slowly open the the systems they serve. firing mode. Normally the engineers will have changed to dual
ahead manoeuvring valve sufficient to allow a small quantity firing prior to standby.
of steam through. Increase the steam until the shaft just g) At above 75 rpm the main condenser condensate recirculating
begins to turn as indicated on the tachometer. Close the ahead valve will close. Below these revolutions the recirculating • The main condenser SW circulation will change from scoop to
manoeuvring valve using the DOWN pushbutton. Repeat this valve position is regulated by the condenser condensate level supply from the main circulating pump.
operation in the astern direction. control. • The main turbine steam drains will open.
• The astern guardian valve will open.
(Note: This should be carried out several times to promote warming through (Note: Always confirm that the changeover of the drains, bleed valves and
of the turbine and to give the opportunity to the engineer standing by main circulating pump has actually occurred.)
at the turbine flat time to inspect the turbine for any defects or signs (Note: Regular inspection rounds of the engine room must be carried out
of trouble. In the event of a malfunction, it may be necessary to close Careful monitoring of the plant is required during this period of instability. during the standby period.)
the steam stop valve T645V, situated outside the workshop door.) The turbine must be observed and should any vibration be detected, the turbine
must be slowed down until they cease and then be investigated.
The boiler feed pump recirculating operation is controlled by the steam flow
and not the engine speed.
If the sootblowers are to be operated, permission should be requested from the
bridge.

Procedure for Securing the Turbine at Finished With Engines a) Establish communications with the bridge. The astern guardian valve will have opened due to the loss of control oil
pressure.
a) When FINISHED WITH ENGINES has been signalled, ensure b) Stop the main turbine.
that the ECR telegraph lever is in the STOP position before Should the astern manoeuvring nozzles valve jam in the open position, it is
changing over from BRIDGE to the ECR control and then to c) Change over to machine side control on both the wheelhouse possible to control the ahead turbine by using the ahead steam stop valve on
pushbutton control. and the ECR/CCR consoles. the manoeuvring valve chest. Under these conditions the automatic drains on
the turbine will not change over as required.
(Note: When the shaft has stopped, the following tasks should be carried d) Remove the end cover from the electric positioner and disengage
promptly, to prevent the turbine coming to rest for longer than 3 the friction clutch. f) Manoeuvre as instructed by the telegraph.
minutes before the turning gear starts.)
It is now possible to operate the valves by using the small hand wheels.
b) Close the ahead steam stop valve and the intermediate stop Manoeuvring will be as instructed by the telegraph and will require a minimum Procedure for Manoeuvring the Main Turbine in Engine
valve T645V. of two engineers on the turbine flat, together with another engineer in the ECR Control Room/Cargo Control Room Pushbutton Control
to monitor operations. Mode
c) Engage the astern guardian valve pin and jack the valve shut.
The operation of the automatic drains will not be affected. When manoeuvring in ECR/CCR pushbutton control, the automatic change
d) Switch off both control oil pumps from the DCS. over from normal to manoeuvring mode is initiated by a microswitch on the
ahead nozzle lift. This is set at 22mm, which is lower than the full ahead/full
e) Engage the turning gear, ensuring that the turning gear handle
Procedure for Manoeuvring the Main Turbine in the Event of away changeover which is set at 27mm.
is in its stowed position. Press the AHEAD button on the start Loss of Control Oil
panel and check that the propeller shaft is rotating. The engineer in charge should ensure that the change over of the plant has
(Note: All the main turbine trips are inoperative without control oil, therefore taken place at this point. When manoeuvring on pushbutton control, with
f) Inform the bridge/CCR that the main turbine is secure and it is essential that this operation is very carefully carried out, with an the plant relatively cold, care should be observed, as the main turbine steam
confirm that the stop valves are closed. adequate number of personnel on duty.) system automatic drains close at this point.
g) If the vessel is in Nigerian waters, purify the stern tube LO. The following sequence is necessary to operate in this mode: To avoid thermal stress in the plant/turbines, it is recommended that the turbine
is brought up to full power (84 rpm) over a period of 80 minutes.
(Note: The warming through bypass valve on the ahead turbine nozzle a) Establish communications with the bridge.
and stop valve is not to be opened during a normal port stay. The (Note: If it is necessary to take over pushbutton control during manoeuvring,
emergency stop valve T645V, outside the workshop door, should b) Stop the main turbines. the button marked ECR/CCR should also be depressed, which will
be exercised during the port stay, but it must not be left in the shut necessitate the bridge acknowledging this action by pressing their
position.) c) Change over to machine side control on both the wheelhouse corresponding button. Taking over pushbutton control without
and the ECR/CCR consoles. pressing the ECR/CCR button will result in any bridge telegraph
Any further shutting down depends on the length of time the turbine is to be movements occurring without an audible warning and therefore any
unused and any plans to do maintenance. In many ports the engine is required d) To manoeuvre ahead carry out the following: required movements could go unnoticed.)
to be on ten or thirty minutes notice. • Remove the locking device for the hand wheel which is fitted to
the ahead nozzle yoke linkage The following sequence is necessary to operate in this mode:
Procedure for Manoeuvring the Main Turbine in the Event of • Adjust the hand wheel and align the holes in the linkage and the a) Liaise with the bridge if time allows.
Loss of Automatic Control yoke
• Fit the pins in the linkage, which will enable the AHEAD and b) Select ECR/CCR control.
If the control oil is still available and the manoeuvring or nozzle valves are ASTERN valves to be jacked open and closed
free to operate. c) Open/close the ahead and astern valves by pressing the UP/
DOWN pushbutton as required.
The main turbine can be manoeuvred locally by operating the hand wheels e) To manoeuvre astern carry out the following:
fitted to the ahead and astern manoeuvring valve servo units, provided the • Use the hand wheel on the valve chest to open the astern d) Manoeuvre as instructed by the telegraph.
control oil pressure is maintained. The main turbine trips will still function via manoeuvring valve, ensuring that the astern spray water valve
the control oil system. has opened.
The following are required to be carried out to allow this method of control.

Main Turbine Trips and Alarms
The alarms below should be tested every three months.
Device Alarm Level Trip Level

Manual emergency trip switch On/off
Overspeed operates 24VDC solenoid valve 88.7rpm - 110% MCR

HP turbine 6,430rpm
LP turbine 3,670rpm
LO low pressure 0.7 bar 0.5 bar
Control oil low pressure 10 bar 5 bar
Condenser low vacuum 600mmHg (slowdown) 500mmHg
HP turbine thrust bearing 0.5mm (fwd/aft) 0.5mm aft

excess axial displacement
LP turbine thrust bearing 0.5mm (fwd/aft) 0.5mm aft

excess axial displacement
Excess vibration of HP 75µm/s 125µm/s

or LP turbine rotors
Turning gear engaged Trip
Both boilers tripped Trip
Boiler drum level very high +240mm
Electric power failure Trip
Main condenser high level 300mm above NWL after 10sec delay
Overspeed preventer - by electric signal from remote control system to

governor and occurs at 85.8 rpm - 105% MCR.

Illustration 3.4.2a Main Turbines Control System
Emergency Handwheel
Main Steam
Valve Position
Transmitter
Astern Manoeuvring Valve Ahead Stop Valve
Ahead Nozzle Valve

Emergency Governor
Handwheel Motor
Strainer
Governor Emergency Handwheel
Motor
P
Electric Positioner
P
Valve Position with Limit Switch
Transmitter To HP Turbine Nozzles S
S Solenoid Valve (Ahead Trip)

P
From Lubricating
Oil Line
Electric Positioner PI
with Limit Switch
DPX
Solenoid Valve (Astern Trip) PS
P PS
Emergency Handwheel S
Solenoid Valve
(Astern Guard Valve)
Limit Switch
(Valve Open)
M
Key M
Lubricating Oil To Astern Turbine
Steam Control Oil Tank
Air
Astern Guard Valve
Instrumentation
To Lubricating Oil Sump Tank

3.4.2 MAIN TURBINES CONTROL SYSTEM Movement of the piston is mechanically fed back to the pilot valve assembly Telegraph Repeater
and when the piston has travelled the desired amount, the ports in the pilot The telegraph repeater is mounted on the wheelhouse deckhead and has a
Maker: Mitsubishi Heavy Industries valve assembly are covered and no further movement takes place. digital dot display showing the current telegraph position.
Control Oil Pumps A similar arrangement controls the astern manoeuvring valve.
Type: Motor driven horizontal vane Telegraph Logger
Number of sets: 2 Turbines Remote Control Equipment The telegraph logger is fitted to the wheelhouse console and records the
Capacity: 2.4m3/h at 15 barg telegraph commands, resultant movements and times. It produces a printout
The control levers are combined with the engine telegraph and signal the desired of this information.
Motor: 2.2kW
turbine command to the computer. The computer carries out the command for
Introduction a change in turbine speed or direction through consistent, stepped procedures. Audible Telegraph Signals
The logic is designed to carry out the most suitable turbine and boiler operating
Warning of a telegraph movement is signalled by a gong in the machinery
The turbines remote control equipment provides the interface between the procedures considering best practice and their limitations.
spaces, sound speakers in the engine control room and central control room
operator and the main turbine, carrying out the commands in a preprogrammed
and buzzers on the bridge wings.
sequence. Consoles are provided on the bridge, the central control room and
the engine control room. The system is of the electro-hydraulic type which System Composition
consists of the dual control main computer, electric and electronic circuits, Electric Positioners
process signal interface units, and the hydraulic servo mechanism as the The turbine remote control system consists of the following:
The electric positioners are fitted to the pilot valve assembly of the hydraulic
actuators of the ahead and astern manoeuvring valves. ahead and astern valve mechanism. They provide feedback of the valve
Main Turbines Remote Control Panel position to the turbine control system. The valve position feedback is part
Control Oil System The Main Turbine Remote Control Panel (MTRP) is housed in the electrical of the control loop. The control system will move the manoeuvring valve an
equipment room. The panel receives the commands signalled from the amount proportional to the change in turbine speed required and, therefore
Control oil to actuate the manoeuvring valves is supplied from the main telegraphs and houses the components required to control the main turbine in needs this feedback to establish that this has been achieved.
lubricating oil system pipework to a control oil tank on which separate control accordance with the telegraph command. It consists of the control computer,
oil pumps and strainers are mounted. This allows the control oil to be cooled in mimic board and miscellaneous electric and electronic signal circuits. Valve Position Transmitter and Indicator
the main oil system. The control oil is returned to the main sump and the flow
can be viewed through a sight glass. The valve position is also fed back by transmitters to the engine control
Port and Starboard Bridge Wing Control Panels console and the central control room console for monitoring of the turbine
The control oil system can be operated and viewed through the Distributed These bridge wing mounted units house basic switches and indication lamps loading by the operating personnel.
Control System graphic screen T30-405-06 MAIN ENGINE CONTROL OIL for remote control of the main turbine from positions of better visibility, when
AND MANOEUVRING SYSTEM. manoeuvring in close quarters. The bridge wing telegraphs remotely operate
the wheelhouse telegraph through the telegraph relay unit. When the bridge
Two screw pumps, one operating and the other on standby, take suction from wing telegraph is moved, a motor drives the wheelhouse telegraph to the same
the control oil tank and discharges it through a filter to the control solenoids position.
and the manoeuvring valves.
Telegraph Control Levers
Control of the governor motors and solenoids which utilise the control oil
to operate the manoeuvring valves, is carried out by the separate turbine The telegraphs are fitted in the wheelhouse, the central control room and the
management system operated through the bridge, engine or central room engine control room. The telegraph is simply moved to the desired turbine
control consoles. speed setting, ahead or astern, the command being processed and acted upon
by the MTRP.
The turbine management system signal is converted to movement of an electric
positioning motor or governor. This motor moves a pilot valve assembly which, Emergency Gauge Board
by covering and uncovering ports, allows a flow of oil to the manoeuvring
The emergency gauge board is situated close to the local main turbine
valve servo piston. The oil acting on the servo piston moves it in the desired
emergency operating controls. It communicates commands from the remote
direction and consequently moves the manoeuvring valve.
telegraphs to personnel operating the turbine under emergency control
conditions. It is fitted with the minimum necessary instruments and warning
The manoeuvring valve admits steam to the turbine at a rate dependant upon
lamps for operation of the turbine.
its open position.

Valve Limit Panel b) The telegraph levers in all locations must be in the same To Change from Remote to Local Turbine Control
The Valve Limiter controls are fitted to both the engine control room and positions. This can be checked by observing the pointers In the event of the turbine remote control system failing, control can be taken
central control room consoles. Their function is to provide a means of limiting indicating the current telegraph position and the remote from the machinery side (M/S).
the final opening position of the ahead manoeuvring valve. Restriction on plant telegraph position. When the levers are all correctly positioned
loading or problems with the main turbine may make this necessary. The speed the MATCHING lamp is lit. a) At the emergency gauge board, turn the control location selector
setter will only be available at the selected control location. to machine side M/S position.
c) The engine control room or central control room, control location
switch, is moved from the CCR(ECR) to W/H position. b) Use the emergency handwheel to shut the ahead stop valve. If
Operation of the Main Turbines Control System the astern manoeuvring valve is still open, turn the adjustment
The WHEELHOUSE CONTROL indicator lamp begins to flicker and the handle on the electric positioner governor handle to -2mm lift.
Preparation for Lever Control
buzzer sounds. Until this is acknowledged the wheelhouse telegraph lever
Prepare the main turbines for use as described in section 3.4.1 Main Turbine. is inoperative. (Note: Reference should be made to the Main Turbine Instruction Manual
System Section - pages 115 to 123 and also figure 6.1.)
a) Set the control location to engine control room or central d) The bridge operator acknowledges the change of control
control room. The location is displayed by an indicator lamp location by moving the wheelhouse console location switch c) Open the ahead nozzle to the required lift using the adjustment
on all the consoles. from the CCR(ECR) to W/H position. handle on the electric positioner.
b) Ensure that the control oil tank is receiving a flow of oil and The WHEELHOUSE CONTROL indicator lamp stops flickering and becomes If control oil pressure is not available, use the emergency handwheels by the
that the selected filter is clean. From DCS faceplate T30-405-06 steady. The main turbine can now be controlled from the bridge. ahead and astern manoeuvring valves.
Main Engine Control Oil and Manoeuvring System, start one of
the control oil pumps ensuring that the pressure is between 14
Transfer of Control from the Bridge to the Engine or Central Control To Change from Local Turbine Control to Remote
and 15 bar.
Room
a) Shut both the ahead and astern manoeuvring valves with the
c) The control lever in all locations should be at the STOP a) Telephone contact between the bridge and engine room or emergency handwheels.
position. central control room establishes the need to transfer control
b) Turn the adjustment handle on the electric valve positioner to
d) Disengage the turning gear and reset the turbine trip. b) The telegraph levers in all locations must be in the same -2mm lift. If the ahead nozzle valve has been opened using
positions. This can be checked by observing the pointers the emergency handwheel on the HP turbine, close it before
e) Open the steam supply valve. indicating the current telegraph position and the remote adjusting the electric valve positioner.
telegraph position. When the levers are all correctly positioned
f) Select the control mode as LEVER or PB (pushbutton) if in the MATCHING lamp is lit. c) Fully open the ahead stop valve.
CCR or ECR control. Engine control positions may be selected
as W/H, CCR/ECR or M/S. c) The engine control room or central control room control d) Confirm that all the telegraph levers are at the STOP position.
location switch is moved from W/H to CCR(ECR).
The turbine can now be controlled from the telegraph lever which initiates the e) At the emergency gauge board turn the control location selector
control ramps and carries out all functions automatically. Use of the pushbuttons The WHEELHOUSE CONTROL indicator lamp begins to flicker and the to REMOTE.
on the engine control room console, to raise or lower turbine speed, bypasses buzzer sounds. The main turbine can now be controlled from the engine
the computer control system and actuates the governor servomotor directly. control room or central control room telegraph lever. Remote control is now restored.
d) The bridge operator acknowledges the change of control CAUTION
Transfer of Control from the Engine or Central Control Room to the
location by moving the wheelhouse console location switch After emergency operation check that ahead and astern power piston
Bridge
from to W/H to CCR(ECR). movements are not disturbed by the emergency handwheels. Clearance
In bridge control the wheelhouse telegraph lever signals the MTRP directly.
should be 5mm or more.
The telegraph levers in the engine and central control rooms do not need to be The WHEELHOUSE CONTROL indicator lamp stops flickering and becomes
moved. The indicator built into the telegraph lever will show the position at extinguished. The CCR(ECR) indicating lamp is lit.
which the bridge telegraph lever has been placed.
a) Telephone contact between the bridge and engine room or

central control room establishes the need to transfer control.

Normal and Manoeuvring Mode Automatic Power Reduction Alarms
Description Set Point
The main turbine remote operating system has two modes of operation, With the plant in remote lever control, the following plant conditions will Low LO pressure 0.7bar
NORMAL and MANOEUVRING. The position of the telegraph lever cause a reduction in turbine power: Control oil low pressure 10.0bar
determines the mode to be used. Main condenser low vacuum -0.8bar
• Main steam pressure low 53 bar
Gland steam high pressure 0.35bar
• Boiler drum level high/low +/- 180mm
Manoeuvring Mode Gland steam low pressure 0.0bar
• Main steam temperature high 545°C HP turbine thrust bearing axial displacement 0.5mm
Manoeuvring mode occurs when the telegraph is set to any position in the
• Main condenser vacuum low 600mmHg +/-40mmHg LP turbine thrust bearing axial displacement 0.5mm
astern range or any position up to full ahead in the ahead range.
Turbine vibration 75µm/s
• Stern tube bearing Main LO inlet high temperature 55°C
Whilst operating in this range the following conditions are set: temperature high 60°C Main LO inlet low temperature 34°C
• The astern guardian valve is open • Main condenser level high +450mm +/-40mmHg Main condenser high level alarm +300mm
• The turbine drain valves are open Main condenser sea water outlet temperature high 45°C
• One boiler trips Control oil tank low level float switch
• All the turbine bleed valves are closed HP and LP turbine journal and thrust bearing temperature 80°C
• The main condenser sea water circulation is supplied from the HP first pinion bearing 80°C
Override of Automatic Power Reduction
main sea water circulating pump. HP first wheel upper and aft bearings 70°C
A switch on the control console allows this function to be switched off. Turn HP second wheel upper and aft bearings 80°C
the Auto Power Reduction Bypass switch to BYPASS. LP first pinion bearings 80°C
Normal Mode LP first wheel upper and aft bearings 70°C
This switch should in the NORMAL position under normal operating LP second pinion upper and aft bearings 80°C
Normal mode occurs when the telegraph moves to any ahead position beyond
circumstances. Second wheel bearings 60°C
full ahead usually referred to as ‘full away’.
Main thrust bearing 60°C
Main thrust bearing pad 80°C
The desired propeller revolutions are set by moving the telegraph lever to the Auto Spinning of the Main Turbine Inlet steam temperature 520°C
corresponding position. The MTRP computer gradually increases the main
Inlet steam pressure low 52.0bar
engine speed, following the programmed ramp, until the desired revolutions When the engine is stopped between movements during manoeuvring, the auto
have been reached. spin function should operate. It is intended to prevent any sagging of the hot
turbine rotors whilst they are stationary by turning the engine frequently in both Trips
Whilst operating in this range the following conditions are set: directions. This also has the effect of keeping the temperature of the turbines Description Set Point
• The astern guardian valve is closed high enough to prevent thermal damage when the engine is used again. 1. Manual emergency trip (ahead and astern)
2. Overspeed trip HP 6,254 rpm
• The turbine drain valves are closed To stop the auto spin function from taking place change the Auto Spinning LP 3,686 rpm
• The turbine bleed valves are set to standby under control of from NOR to BYPASS. Propeller 89 rpm
the DCS. 3. LO pressure low low 0.5bar
CAUTION 4. Control oil pressure low low 5.0bar
• The main condenser sea water circulation is set to standby If the auto spin function is switched off it will be necessary to turn the
for scoop operation. 5. Condenser vacuum low low -0.67bar
main turbine over using manual control of the ahead and astern nozzle 6. HP turbine thrust bearing axial displacement 0.5mm
valves or engage the turning gear. 7. LP turbine thrust bearing axial displacement 0.5mm
8. HP and LP Turbine rotor vibration 125µm/s
Bypass of RPM Control When intending to engage the turning gear at finished with engines the auto 9. Turning gear engaged
spin function should switched off to prevent the engine from turning over 10. Both boilers tripped
To bypass the normal rpm control, turn the switch on the console in control during the process. 11. Boiler drum level high high
from RPM CONTROL to BYPASS. This now allows the revolutions of the
12. Power failure
engine to be adjusted at the same rate as when in MANOEUVRING mode.
Alarms and Trips 13. Auto spinning overspeed 5rpm
14. Electronic overspeed preventer 86 rpm
(Note: It is not possible to bypass the set schedules in the manoeuvring
The main turbine is protected by alarms and trips which can be viewed through 15. Safety system power failure
range.)
the DCS system. These are listed as follows.
(Note: A trip bypass switch is fitted to No. 5, 6, 7, 8, 10 and 11.)

The following alarm signals are transmitted to the DCS from the main turbine 6. Auto power reduction. The alarm signal is given when the system goes into
remote control system: the Auto Power Reduction condition.
1. Telegraph power failure. 7. Main turbine emergency trip. See the trip conditions on the previous page.
2. Main turbine remote control system failure. An indication lamp on the 8. Astern guard valve abnormal. The alarm signal is given when the valve is
mimic board will illuminate when the remote control condition check and self not fully open when in the manoeuvring mode or opened in the normal full
check functions detects one of the following an abnormal conditions: away mode. The alarm signal is given in wheelhouse control when the control
lever is moved to the astern position and the astern guard valve is still closed.
• Wheelhouse control lever signal abnormal
• Central control room control lever signal abnormal 9. Safety system power failure.
• Engine control room control lever signal abnormal
10. Electrical power supply failure (AC/DC). The alarm signal is given when
• Ahead nozzle valve position signal abnormal the main AC power and/or the DC battery power fails
• Astern manoeuvring valve position signal abnormal
11. Auto power reduction bypass. The alarm signal is given when the auto
• Propeller shaft revolution signal abnormal
power reduction bypass.
• Main steam pressure signal abnormal
12. Auto spin overspeed. When the shaft revolves at more than 5 rpm.
• Astern water spray valve abnormal
• Central control room speed setter signal abnormal 13. Time schedule bypassed.
• Engine control room speed setter signal abnormal
14. Main turbine remote control auto changeover to the standby CPU or the
• Micro-computer unit temperature high standby CPU fails.
• Remote control system power failure
15. Astern water spray valve is abnormal. The astern water spray valve open
• CPU, A/I(ADC), D/I and D/O failure
signal appears when the astern guard valve is closed and/or the astern governor
valve is at its lower limit.
3. Wrong way - when the control lever or the pushbutton control switch is
operated in the opposite direction to the engine telegraph order. This signal has 16. Main turbine emergency trip bypass switch in the ON position.
a 5 second timer function.
17. Lever control not possible due to remote control system trouble.
4. Main turbine remote control system power failure. The following failures
cause an alarm situation on both the DCS and the mimic board: 18. Auto spin start. The ahead manoeuvring valve has not opened 20 seconds
after the open request signal.
• Power circuit for the dual computer system
• Power circuit for the pushbutton and the common system 19. Main turbine control location changeover unit failure.
• Power circuit for the governor and valve feedback system
20. Overspeed preventer unit fails when on the pushbutton control.
• Power circuit for the governor motor
• Power circuit for the magnet valves 21. Power reduction request (main condenser level high). The alarm signal is
given when the telegraph lever is in the astern position and the power reduction
request is given.
5. Auto spin failure. The following conditions cause an alarm situation:
• Shaft rpm signals more than 5 rpm
• Shaft stops for more than 3 minutes
• The steam valve is in the open position for more than 30
seconds

3.5 Bow Thruster
Illustrations
3.5a Bow Thruster Control System

Illustration 3.5a Bow Thruster
Emergency Stop of Main Motor
Starter System / Main Switchboard
50
0 50 50
0 50
100 100 A 100 100 A
BRUNVOLL BRUNVOLL
THRUSTER THRUSTER
Electronic Power Management System

SERVO
Cabinet Power Request / Pitch Reduction
START PUMP 1 0
RUN
100
50 50
100
A
OVER OVER
LOAD STOP READY
FOR
SERVO BRUNVOLL LOAD STOP
PUMP 2 THRUSTER
Central Alarm System

START RUN
Port Bridge Wing Starboard Bridge Wing

Control Panel CONTROL
HERE
THR.
FAILURE
MAIN
SWITCH
FAN
RUN
CONTROL
HERE
THR.
FAILURE
Control Panel Servo Pressure Low / Overload
Thruster Failure
PITCH STOP
MANUAL SYSTEM AUTO
FAILURE STOP
24V DC
Starter System
FEEDB. OVER POWER
PITCH LOAD ALARM
CENTRAL
24V DC
24V DC LAMP
TEST
CONTROL
HERE
BUZZER
OFF
PRESS
PUMP 1
OIL
LEVEL
PRESS
PUMP 2
Pot Free Contacts to Motor Starter

24V DC Power Supply
440V Power Supply Main Control Panel Pot Free Contacts from Motor Starter
Pilot Main Supply from Motor Starter

440V Power Supply Valve PT-100
Control 24V DC
Cabinet Heating
No.1 Pump No.2 Pump

24V DC Hydraulic Oil
Start Cabinet Start Cabinet
24V DC Gravity Tank
24V DC (190 Litres)
PI
24V DC
Oil to Gear Housing

PS PS
Oil to Shaft Sealing System
6,600V
No.1 No.2 2,000kW M
Servo 440V Servo Motor
Pump M 6.3kW M Pump Drain from Gear Housing
Motors Blade Angle
440V
Transmitter Air Bleed
440V
Drain from Sealing System
Key
Hydraulic Oil
Electrical Signal
Thruster
Unit Instrumentation

3.5 BOW THRUSTER (Note: When a stationary vessel is turned with a tunnel thruster, the vessel is The thruster has three separate oil systems which are connected to the same
also given a sideways motion. The simultaneous turning and crabbing gravity tank:
Maker: Brunvoll results in a slow longitudinal motion of the vessel should be kept in
• Lubrication of the gearbox, mechanical transmission in the
No. of sets: 1 mind when manoeuvring in narrow harbours.)
hub
Type: FU-100-LTC-2450 • Lubrication of the shaft seal
(Note: The transformer for the bow thruster is only rated for 30 minutes at
Motor rated: 6,600V 2,000kW full load.) • Oil to the servo system and overflow from the gravity tank to
Motor speed: 1,180 rpm the servo tank
Propeller speed: 255 rpm Operating Principle
Propeller diameter: 2,450 mm - 4 blades (Note: The gravity tank must always be kept full and the thruster oil system
In the propeller hub there is a servomotor, which turns the propeller blades.
kept under pressure when the ship is afloat.)
The servomotor consists of an integrated piston and an axially moving sliding
Oil Service Pump block.
Electrical Control System
Maker: Brunvoll The propeller blades are connected to blade carriers by blade bolts that allow The electrical control system consists of the following main components:
No. of sets: 2 the blades to be changed, if required, within the thruster’s tunnel.
Type: BPA VV 67 RE HPF STB 1. The electronic cabinet, situated in the bow thruster compartment, controls
Discharge pressure: 45kg/cm2 at 52 litres/minute Pressurised oil from the controlled hydraulic solenoid is fed to the hydraulic the following functions:
servomotor through pipes in the propeller shaft resulting in the movement
Relief valve set pressure: 55kg/cm2 of the servomotor piston. The piston movement is converted into the rotary • Pitch movement
Motor: 6.9kW, 440V movement of the blades by the sliding block. • Lock on/off control
• Monitoring of the thruster with alarm functions
Each blade is provided with sealing rings to prevent water ingress to the hub
Oil Quantities
or oil leakage.
Gear housing/propeller hub 760 litres 2. Control panels, located on the bridge console and the port and starboard
Propeller shaft sealing unit 10 litres bridge wings, consist of:
Construction
Gravity tank 190 litres • Control levers, controlling the pitch
The main part of the thruster is the propeller hub with the blades and the
Total amount of oil 970 litres propeller shaft. The input shaft is supported by spherical roller bearings and a • Indicators for pitch movement
thrust bearing while the propeller shaft is supported by two sets of spherical
• Central alarm with illumination lamps indicating type of
The bow thruster is driven by a 6.6kV 2,000kW electric motor, with control of roller bearings and a thrust bearing. The shaft rubber sleeve seals prevent water
failure
the thrusters from the bridge console or at either of the bridge wing consoles. penetrating and oil leakage. The bevel gear is a right angle reduction gear
comprising an input shaft pinion and a propeller shaft bevel gear. • Pushbuttons with illumination for:
The thruster system consists of the following parts: Starting the servo pump motors
The propeller blades are cast from high-strength nickel aluminium bronze
1. A tunnel with propeller unit, an electric driving motor, a hydraulic system, while the hub is cast from high-strength brass. The propeller shaft itself is Start/stop of the drive motor
and an electrical control system. forged carbon steel while the gears are made from alloy steel and the gear Control take-over
casing is ductile iron. The thrusters drive motor is coupled to the propeller hub
unit via a flexible coupling and a universal joint. Manually controlling the pitch movement
2. The propeller unit is driven by an electric motor at a constant speed and
single direction of rotation. The propeller is provided with hydraulically Thruster failure
adjustable propeller blades, which makes it possible to vary the magnitude and Lubrication
direction of thrust. 3. Local motor starter cabinets containing:
The gears and bearings inside the case are lubricated by the bath method.
The lubrication oil in the gearcase is kept at a positive pressure by the header • Hour counter
3. The thrust is controlled by changing the pitch of the blades. The propeller
always rotates in the same direction. As starboard and port thrust must be tank to ensure that in the case of leakage, oil leaks out and sea water ingress • Start pushbutton
equal, the blades are designed with zero initial pitch and symmetrical blade is avoided. The subsequent loss of oil will also indicate that there is seal
• Local/remote changeover switch
section. The thruster have two purposes. One is to keep the vessel in position damage.
in a crosswind, the other one is to turn the vessel at zero or low speeds. • Heater status lamp

Illustration 3.5a Bow Thruster
Emergency Stop of Main Motor
Starter System / Main Switchboard
50
0 50 50
0 50
100 100 A 100 100 A
BRUNVOLL BRUNVOLL
THRUSTER THRUSTER
Electronic Power Management System

SERVO
Cabinet Power Request / Pitch Reduction
START PUMP 1 0
RUN
100
50 50
100
A
OVER OVER
LOAD STOP READY
FOR
SERVO BRUNVOLL LOAD STOP
PUMP 2 THRUSTER
Central Alarm System

START RUN
Port Bridge Wing Starboard Bridge Wing

Control Panel CONTROL
HERE
THR.
FAILURE
MAIN
SWITCH
FAN
RUN
CONTROL
HERE
THR.
FAILURE
Control Panel Servo Pressure Low / Overload
Thruster Failure
PITCH STOP
MANUAL SYSTEM AUTO
FAILURE STOP
24V DC
Starter System
FEEDB. OVER POWER
PITCH LOAD ALARM
CENTRAL
24V DC
24V DC LAMP
TEST
CONTROL
HERE
BUZZER
OFF
PRESS
PUMP 1
OIL
LEVEL
PRESS
PUMP 2
Pot Free Contacts to Motor Starter

24V DC Power Supply
440V Power Supply Main Control Panel Pot Free Contacts from Motor Starter
Pilot Main Supply from Motor Starter

440V Power Supply Valve PT-100
Control 24V DC
Cabinet Heating
No.1 Pump No.2 Pump

24V DC Hydraulic Oil
Start Cabinet Start Cabinet
24V DC Gravity Tank
24V DC (190 Litres)
PI
24V DC
Oil to Gear Housing

PS PS
Oil to Shaft Sealing System
6,600V
No.1 No.2 2,000kW M
Servo 440V Servo Motor
Pump M 6.3kW M Pump Drain from Gear Housing
Motors Blade Angle
440V
Transmitter Air Bleed
440V
Drain from Sealing System
Key
Hydraulic Oil
Electrical Signal
Thruster
Unit Instrumentation

Remote Control System The Ready For Start light will illuminate when the following conditions are Procedure for Emergency Control
fulfilled:
The remote control system is used to control the pitch setting of the thruster. • Correct servo pressure is available In the case of failure of the control system, such as when there is no pitch
control using the control lever and the FEEDBACK PITCH alarm sounds.
The system can order both port and starboard manoeuvre by changing the pitch • Pitch is in the neutral position
setting while the propeller blades continue rotating in one direction. • The starter for the main motor is ready a) Press the pushbutton marked PITCH MANUAL, located at the
left side of the main control panel.
The manoeuvring is performed from a control station using the control lever. • The DCS indicates that sufficient electrical power is available
When ordering thrust with the control lever, the system applies the proper b) Activate the pitch by pressing the arrowed buttons in the
pitch setting according to a predefined pitch curve, allowing the thrust to be When electrical power is available in the bow thruster room and the thruster direction required.
proportional to the lever position. room fan is running, the thruster motor can be started by pressing the START
pushbutton. The indicator lamp will flash until the thruster motor reaches full The pitch will continue to change as long as the button is pressed.
When manoeuvring, the load of the drive motor is controlled by the system speed, then show a steady light and the READY FOR START and the STOP
through automatic regulation of the pitch. The maximum allowed load is lamps will extinguish. (Note: The follow up control is not active when in manual mode. Careful
determined by the load limit. The blade pitch will be automatically reduced if observation is required of the propeller pitch indicator to ensure that
the control equipment senses that the drive motor is being overloaded. f) At the selected control location, wheelhouse or one of the the pitch is kept in the correct position.)
bridge wings, move the control handle to the desired position.
Only one control station can be in command at any time, either the port or
starboard bridge wing or the main control panel. On each control station the Stopping the Thruster
actual pitch setting of the thrusters will be continuously indicated. Pitch Control Operation
a) Zero the blade handle by means of the control handle.
The driving motor can be started only when the propeller blades are in the zero The control lever or dial can be rotated approximately ±120° from the zero
pitch position, which reduces the starting torque to a minimum. (12 o’clock) position. The propeller thrust is approximately proportional to the b) Press the STOP pushbutton to switch off the thruster motor.
position of the control lever, via the pitch curve.
The START lamp will extinguish and the STOP and READY TO START
Procedure for Operating the Thruster Unit When thrust is demanded, the control system senses the difference between the lamps will illuminate.
setting of the control lever or dial and compares this to the position of the blade
Ensure that the engine room has the port and starboard turbine generators pitch feedback potentiometer. The difference between the two is amplified and c) Switch off the control system.
connected to the main switchboard. used as a signal to open the corresponding hydraulic solenoid valve that will
move the propeller blades in the required direction. (Note: The bow thruster must not be stopped by de-activating the Main
a) Check the level of oil in the hydraulic power pack tank and Switch.)
replenish if necessary. When the blades reach the position where there is no difference between the
lever position and the actual blade position, the solenoid valve closes and the DCS Monitoring
b) The thruster room ventilation fan is running. blades are held at that pitch. This is known as the follow-up control.
The DCS monitors the following alarms via graphic screen T30-420-01 BOW
c) Select one of the hydraulic power pack pumps by means of the The thruster is linked to a function of the PMS that will reduce the blade pitch THRUSTER
pushbuttons on the main panel. to the half-power level (this value is adjustable), if the thruster is on-load and • Motor trip
a generator reaches an overload condition.
d) Press the Main Switch pushbutton, which ensures that there is • Motor overload
power to the control panel. • System failure
Procedure for Transfer of Thruster Control between
The servo pump will start and the following lamps will be illuminated: Wheelhouse and Bridge Wings • Main thruster motor winding temperatures
• Main switch • Thruster running

a) At the location at which it is desired to exercise control, press
• Stop the CONTROL HERE pushbutton. That location now has • Power available
control of the thruster. • Power pack oil header tank low oil level
• Control here
Control will be transferred to the requested location and the relevant lamp will • Control pump status - abnormal
illuminate at the selected control panel. It is not possible to transfer control to • Vacuum circuit breaker trouble
the bridge wings unless the thruster motor is running.
• Control off

PART 4: EMERGENCY PROCEDURES
4.1 Flooding in the Engine Room
4.2 Steaming on One Boiler
4.3 Emergency Operation of the Main Turbines (Solo Running of High Pressure or Low Pressure
Turbine)
4.4 Steaming with One Forced Draught Fan (Port or Starboard) Out of Use
4.5 Emergency Steering
4.6 Emergency Boiler Operation from Boiler Local Panel
4.7 Fire in the Engine Room
4.8 Fire Control Station
4.9 Dead Ship Starting with the Main Diesel Generator Out of Service
Illustrations
4.3a Emergency Operation of the Main Turbines
4.4a Operation of the Forced Draught Fan Crossover Flaps
4.6a Boiler Local Panel
4.8a Fire Control Station
4.9a Dead Ship Starting Sequence with the Main Diesel Generator Out of Service
4.9b Electrical Load for Dead Ship Starting


4.1 FLOODING IN THE ENGINE ROOM No.1 (Starboard) Ballast Pump
Takes suction from its own emergency bilge suction valve (B104V), which is
Flooding in the engine room may occur due to a defect in the hull structure, operated by an extended spindle from floor plate level.
possibly due to grounding, berthing or collision damage, or, more likely, due
to a defect in the sea water pipeline system. The main sea suction valves (S101V and S105V), high and low suction, are
electric motor driven valves. They can be operated from the engine control
Measures to Prevent or Alleviate Flooding room (DCS) or locally by hand. The main overboard valves from the sea water
circulation system are hydraulically operated from the engine control room
Maintain pipelines externally, tighten slack supports and replace broken ‘U’ (DCS).
bolts on pipe brackets to minimise fretting in way of supports.
Operate all ship’s side valves regularly, so that they can be operated easily
Bilge Suction Strainers
when required. Valves such as fire pump suction valves, which are normally
Bilge suction strainers should be checked and cleaned whenever the opportunity
open, should be closed and reopened regularly to prevent a build up of
arises. Frequent checking and cleaning will reduce the risk of a strainer
marine growth.
becoming blocked and difficult to clear due to subsequent flooding.
Before opening sea water filters for cleaning, make sure the shut off valves are
tight by opening the vent in the cover. In any case, break the cover joint before
removing all cover bolts. The same applies when opening coolers and pipelines
anywhere in the system. Care must always be taken when removing covers or
opening any part of the sea water pipe system as valves which are indicated as
being closed may not be fully closed.
Personnel should be familiar with the position of bilge suctions and the pumps
that can be utilised for bilge pumping duties. They should also be familiar
with the position of main sea suction and overboard valves and know which
main suction is currently in use.
The emergency bilge suction valve should be operated on a regular basis.

Double bottom sounding pipe cocks and caps should be secured after use.
Pumps Available for Bilge Pumping Duties
Engine Room Bilge Pump

Can take suction from the bilge main.
No.1 (Starboard) Bilge, Fire and General Service Pump

Can take suction from the bilge main.
No.2 (Port) Bilge, Fire and General Service Pump

Can take suction from the bilge main and port forward bilge well.
Oily Bilge Pump

Takes suction from the bilge main and the bilge holding tank.


4.2 STEAMING ON ONE BOILER When conditions have settled down, the faulty boiler can be shut down and c) When the conditions have stabilised and the faulty boiler is on
isolated. Depending on the type of fault and when the correct temperature its minimum firing rate, shut it down and isolate it completely,
is reached, the boiler should then be either filled with water or emptied and including the air heater.
General Description dried.
d) Closely monitor the supply of the boil-off gas, and the condition
If a boiler is shut down due to a failure in any of its systems, then the main As conditions stabilise, if required, a progressive increase of steam supply of the remaining boiler.
turbines can still be operated but at a much reduced power. It may not be to the main turbine may be possible until the maximum steaming rate is
possible to use all the cargo normal boil off gas (BOG) in the remaining achieved. e) Shut down as much steam using equipment or systems as
boiler, and facilities for incineration will be limited by the maximum steaming operationally possible. Reduce the electrical loading.
rate of the online boiler. After a period of time under these conditions it
might be necessary to vent the excess BOG gas to maintain tank pressures Operating Procedures f) Keep the forced draught fan running on the faulty boiler to cool
within the designated limits. (See cargo manual section 4.11 for pressure Boiler Trips it down or allow it to cool down naturally. Either fill the boiler
relief system). to the top of the gauge glass or empty it out when cool.
Normal evaporation for each boiler is approximately 50,000kg/h for 90% a) Inform the bridge of the problem and reduce the engine speed
g) When conditions have stabilised increase the main turbine
MCR. Individual circumstances will dictate where the steam produced is used, to a rate which maintains steerage way but does not overload
steam supply as required, loading the boiler up to but not
and selected non-essential services should be shut down as required, depending the remaining boiler.
exceeding the maximum firing rate.
upon prevailing circumstances.
b) Isolate the faulty boiler completely including the air heater.
It may be possible to shut down the turbine generator and use the diesel
generator, but in this case the forced draught fan must be on reduced load c) Keep a check on the gas boil-off situation as well as the
and it will not be possible to achieve the maximum steaming rate from condition of the remaining boiler.
the boiler.
d) Shut down as much steam using equipment or systems as
Shut down non-essential heating and evaporators if conditions permit and possible. Reduce the electrical loading.
reduce the electrical loading where possible.
e) Reduce the cargo compressor load and open the mast vents
The main turbines use about 95,000kg/h at 90% MCR. However, this includes if necessary.
bleed steam, which may well have to be isolated due to reduced steaming
conditions. Basically, the circumstances encountered in each particular case (Note: This will not be possible in port due to local restrictions.)
will dictate the steam usage, with priority being given to essential services such
as gland steam, feed pump, turbine generator and boil-off/warm-up heaters. f) Keep the forced draught fan running on the faulty boiler to cool
it down, or allow it to cool down naturally. Either fill the boiler
In the event of a boiler being shut down, planned or otherwise, the bridge must to the top of the gauge glass or empty it out when cool.
be informed immediately.
g) When conditions have stabilised, increase the engine speed
The main turbine must be slowed down sufficiently to enable the remaining as required up to the maximum firing rate on the remaining
boiler to be maintained within its operating parameters. Control of the boiler.
boiler coming out of service will be generally under manual operation and
particular care must be taken to ensure the remaining boiler controls and When a Boiler has to be Shut Down
associated systems function to compensate accordingly. The steaming rate of
the remaining boiler must be maintained below the design maximum.
a) Inform the bridge of the problem and reduce the engine speed
During transition periods vigilance is necessary to ensure safe operation of the to a rate which maintains steerage way but does not overload
plant, particularly with reference to water level control and firing rate. the remaining boiler.
b) Change over the control system to MANUAL on the boiler to

be shut down and decrease its steaming rate, ensuring that the
remaining boiler is on AUTOMATIC and takes up the load.


Illustration 4.3a Emergency Operation of Main Turbines
PLAN
NORMAL OPERATION OPERATION WITH LP TURBINE ONLY OPERATION WITH HP TURBINE ONLY
LP Turbine LP Turbine LP Turbine
HP Turbine HP Turbine HP Turbine
Blank
Expansion Joint Flange (C) Expansion Joint
Blank Flange (A) Blank
Blank Flange (B) Orifice Flange (A)
(Emergency Exhaust Plate U Bolt Emergency Blank Flange (D) Emergency
Inlet) Bracket Steam Pipe (B) Exhaust Pipe
Cross-under Diffuser
Pipe Emergency
Steam Pipe (A)
Emergency
LOOKING FORWARD
Steam Pipe (B)
U Bolt
LP Turbine LP Turbine Bracket LP Turbine
Cross-under
Emergency Emergency
Pipe
Steam Pipe (A) Exhaust Pipe
HP Turbine HP Turbine HP Turbine
Blank
Flange (A)
Steam
Inlet
Bend
Blank Blank Flange (D)

Flange (C)


4.3 EMERGENCY OPERATION OF THE MAIN h) Close the superheated steam valves T601V and T602V and k) Ahead running can be carried out by operating the emergency
TURBINES (SOLO RUNNING OF HIGH open the bypass on valve T711V to warm the pipeline. Once ahead steam valve and astern running will be carried out by
the line is warmed through slowly open valve T711V, close opening the emergency astern manoeuvring valve at the forward
PRESSURE OR LOW PRESSURE TURBINE) the bypass and only use desuperheated steam under emergency end of the LP turbine.
conditions.
If failure occurs in the HP or LP turbines or associated gearing, the pipelines
CAUTION
can be altered to allow either turbine to be operated singly at reduced power.
i) Manually open the ahead nozzles and operate the turbine by The steam chest pressure of the LP turbine must not exceed 3.3 bar.
Some additional piping will have to be added in and some will have to be
opening the emergency ahead valve on the starboard side of the
blanked off. When damage has been to the LP turbine and the ship is to be
HP turbine. Maximum output is limited due to the following:
operated on the HP turbine only, then no astern power will be available.
• To protect the reduction gearing teeth from overload
(Note: Turn the LP turbine rotor 180° once every 6 hours to prevent any
Failure of Bridge/Remote Control deflection. Use the water spray in the LP turbine exhaust chamber to • Boiler capacity
prevent any overheating of the exhaust casing.) • Heat balance flow
If a failure occurs with the bridge control, engine control room control or the
hydraulic servomotor system for the manoeuvring valves, then these can be
put into manual operation and controlled locally. Operating with the Low Pressure Turbine Only The follow conditions will apply during emergency running
a) To avoid turning the HP turbine, disconnect the coupling between HP Turbine in use LP Turbine in use
Operating with the High Pressure Turbine Only
the HP turbine and the first pinion by removing the reamer bolts Steam condition: 15.0 bar at 278°C 3.0 bar at 245°C
from the flange of the claw coupling. Output: 10,805 PS 10,805 PS
See illustration 4.3a
RPM: 56.7 56.7
b) Remove the cross-under pipe.
a) To avoid turning the LP turbine, disconnect the coupling between
the LP turbine and the first pinion by removing the reamer bolts Should a failure occur, it would be most likely that the ship would be at
c) Fit the blank flange (C) to the HP turbine exhaust.
from the flange of the claw coupling. sea. The turbines will therefore be hot and will need to be cooled for some
d) Fit the diffuser to the LP turbine inlet. time before any work can be carried out. Unless internal mechanical damage
b) Remove the cross-under pipe. prevents it, the main turbine should be cooled down with the turning gear in
e) Remove blank flange (A) from the steam inlet bend to the use prior to opening up for internal inspection work.
c) Fit the blank flange (D) to the LP turbine inlet.
turbine nozzle valve chest.
If it is impossible to cool the engine using the turning gear, care must be
d) Remove the blank flange (B) from the main condenser emergency taken when starting the usable turbine. It should be run at low revolutions for
f) Fit the emergency pipes (A) and (B) together with the orifice
exhaust inlet. several hours in order to straighten out any bowing of the rotor which may
plate fitted between emergency pipe (A) and the diffuser.
have occurred during cool down whilst stationary. If vibrations occur when
e) Connect the HP turbine exhaust directly to the LP turbine exhaust increasing speed, decrease the speed until the vibrations stop and allow the
g) Secure the emergency piping using the U bolt bracket.
casing using the emergency exhaust pipe. temperature of the rotor to stabilise. Speed can then be increased slowly to
h) Fit blank flanges to the HP turbine gland steam connections to the maximum permitted value.
f) Manually close the astern guard valve.
prevent the HP rotor overheating.
CAUTION
i) Fit the spool piece to the emergency steam line, situated forward
The LP astern turbine cannot be used so an astern movement is not
of the starboard boiler on the 3rd deck level. See illustration
possible.
2.1.2a for fitting of the portable pipe from the desuperheated
steam system.
g) Fit the spool piece to the emergency steam line, situated forward
of the starboard boiler on the 3rd deck level. See illustration
j) Close the superheated steam valves T601V and T602V and
2.1.2a for fitting of the portable pipe from the desuperheated
open the bypass on valve T711V to warm the pipeline. Once
steam system.
the line is warmed through slowly open valve T711V, close
the bypass and only use desuperheated steam under emergency
conditions.


Illustration 4.4a Operation of the Forced Draught Fan Crossover Flaps
Limit Switch Limit Switch
Normally Closed Normally Closed
Crossover Trunking
Normally Open B
A Normally Closed C Normally Open
Normally Open Normally Open
Port Centre Starboard

Forced Forced Forced
Draught Draught Draught
Fan Fan Fan
Upper Deck Level

Port Starboard
Boiler Boiler
Air Heater Air Heater
To Boiler To Boiler
Key
Normal Air Flow


4.4 STEAMING WITH ONE FORCED DRAUGHT FAN d) Reset and open the fuel oil shut-off valve.
(PORT OR STARBOARD) OUT OF USE
e) Relight the boiler
Forced Draught Fans f) Adjust the fuel oil pressure to 4 bar and bring the boiler pressure
Maker: ABB Solyvent - Ventec up to the pressure of the other boiler, at a rate according to the
Type: FL SLIA 120 pressure raising graph.
Drive: 1,785 rpm and 150kW g) When the boiler pressures are equal, change the fuel and air
controls to automatic and close the starting valve.
Three fans are situated on the upper deck platform and are controlled
by adjustable vanes, automatically positioned by the combustion control h) Raise the main turbine load gradually.
equipment. The outboard fans are arranged to supply their respective boilers.
(Note: It may be necessary to increase the frequency of sootblowing for a
If either the port or starboard FD fans fail, the centre fan can be selected to couple of days to clear the boiler tubes, as a result of bad combustion
supply the boiler which has the defective FD fan. The flaps are arranged to conditions during relighting.)
isolate the defective FD fan and open up the common trunking..
(Note: Due to the capacity of the individual fans a single fan must never be
used to supply two boilers.)
Control of the fans is from the Forced Draught Fans and Air Heaters DCS
graphic T30-452-06, from which the seal air fans are also controlled and the
Combustion Control DCS graphic T30-452-11.
Procedure for the Operation of Connecting the Centre Forced

Draught Fan to either the Port or Starboard Boilers
Assuming the failure of the port FD fan.
a) Close flap A on the port FD fan outlet.
b) Open flap B on the crossover duct leading from the centre FD

fan to the port boiler.
c) Open the centre FD fan outlet flap C.
The crossover flap B has a limit switch which indicates to the DCS that the
centre FD fan is operating on the port boiler.
Relight the boiler which has tripped as follows:
a) Change fuel oil and air controls on both boilers from automatic
to manual.
b) Open the starting valve.
c) Purge the furnace.

Directional Pilot Valves
Port and Starboard Directional Pilot Valves
Pump Relief Valve

Remote to Local Changeover Switch
Starboard Steering Gear Local Panel


4.5 EMERGENCY STEERING e) Press the P or the SB NFU pushbutton in order to turn the b) Select one pump and ensure that the main power switch is
rudder in the port or starboard direction respectively. The P turned to the ON position and the pump starter switch is turned
The emergency procedure used depends upon the nature of the failure. or SB pushbutton is released when the desired rudder angle is to the START position. Ensure that the control circuit switch is
achieved. The rudder will remain in that position until the NFU turned to the NORMAL position.
pushbuttons are pressed again.
Emergency Control Using the NFU Control System c) Turn the steering control switch on the steering gear starter
f) Repeat step e) as required in order to comply with steering panel from the REMOTE to LOCAL control position
If the bridge steering unit or transmission system has failed but the steering control orders from the bridge.
gear and its control system are still fully functional local steering may take d) Press the directional pilot valve and relief valve pushbuttons
place using the local NFU unit with control taking place at the pump starter The pumps and associated equipment are operated as normal but only one simultaneously as required in order to turn the steering gear in
panel. Only one pump is to be operated when using emergency NFU control. pump is operated when in manual mode. the direction requested by the bridge. The valve pushbuttons are
Instructions must be transmitted to the steering gear room from the bridge by released when the desired rudder angle is achieved.
telephone.
Emergency Control Using the Directional Pilot Valves e) Repeat step d) as required in order to comply with steering
At the steering gear room control panel of the selected the steering gear pump control orders from the bridge.
the steering control selector switch must be changed from the REMOTE to the If the steering control system from the bridge has failed, the hydraulic system
LOCAL position. The pump starter switch is turned to the START position and must be operated manually and this involves local control of the pump The pumps and associated equipment are operated as normal but only one
the control circuit switch is in the NORMAL position. The rudder is turned directional pilot valves. The LL directional pilot valves are for the starboard pump is operated when in manual control.
by pressing the NFU pushbuttons P for turning to port or SB for turning to pump and the directional pilot valves MM are for the port pump. The
starboard. The pushbutton is pressed until the desired rudder angle is reached associated pump relief valve R, situated below the pilot valves, must also be
and then the pushbutton is released. operated simultaneously when the directional pilot valve is closed in order to
relieve pump pressure. The direction pilot valve is operated to send oil to turn
the rudder to port or starboard and when the rudder is in the correct position the
Procedure for Emergency Operation of Steering Gear Using directional pilot valve is released allowing the valve to close; the relief valve
the NFU System must be operated in order to relieve pressure on the pump.
a) On loss of steering gear control from the bridge determine the Instructions must be transmitted to the steering gear room from the bridge by
nature of the failure and if local steering control via the control telephone.
system is possible proceed as follows, if not adopt steering
control using the directional pilot valves. As the pump directional pilot valves are controlled individually by hand it is not
possible to ensure that control of two pumps would take place at exactly the same
b) Establish communication with the bridge via the telephone time and only one pump unit must be operating when in emergency control from
system in the steering gear room. A telephone is located in the the steering gear room. In order to operate the emergency steering system, the
steering gear room. steering control selector switch on the steering gear starter panel must be in the
LOCAL position and the starting and stopping of the pumps takes place in the
Indication of the rudder angle and a compass repeater are provided for manual steering compartment.
control of the steering gear.
c) Select one pump and ensure that the main power switch is Procedure for Emergency Operation of Steering Gear Using
turned to the ON position and the pump starter switch is turned the Directional Pilot Valves
to the START position. Ensure that the control circuit switch is
turned to the NORMAL position. a) On loss of steering gear control from the bridge, establish
communication with the bridge via the telephone system in the
d) Turn the steering control switch on the steering gear starter steering gear room. A telephone is located in the steering gear
panel from the REMOTE to LOCAL control position. room.
Indication of the rudder angle and a compass repeater are provided for manual
control of the steering gear.


Illustration 4.6a Boiler Local Panel
STBD (NO.1) BOILER MASTER

GAS V/V
PORT (NO.2) BOILER
BLR GAS BLR GAS
FWD (NO.1) BURNER FWD BURNER V/V V/V
FWD BURNER FWD (NO.1) BURNER
HFO SHUT HFO BRNR HFO BRNR HFO SHUT

V/V V/V V/V V/V
START STOP GAS GAS START STOP
FLAME BRNR BRNR FLAME
V/V V/V
BNR ATM BNR ATM

STM V/V STM V/V
AIR AIR
IGN REG REG IGN
AFT (NO.2) BURNER AFT BURNER AFT BURNER AFT (NO.2) BURNER
FO REC HFO BRNR HFO BRNR FO REC
V/V V/V V/V V/V
GAS GAS
START STOP FLAME BRNR BRNR FLAME START STOP
V/V V/V
BNR ATM BNR ATM

STM V/V STM V/V
AIR AIR
IGN REG REG IGN
HDR N2 MASTER HDR N2

PURGE N2 PURGE PURGE
DRUM LEVEL DRUM LEVEL

OPERATION POSITION OPERATION POSITION
FO TEMP FO TEMP
L/L BYPASS L/L BYPASS
EMERG LOCAL AC220V EMERG LOCAL
SOURCE
PURGE REMOTE REMOTE PURGE
REQUEST
REQUEST
DC24V
SOURCE
FUEL MODE FURNACE PURGE FURNACE PURGE FUEL MODE
FO TEMP CASCADE COMPLETE
IN IN CASCADE FO TEMP
HFO DUAL GAS PROGRESS PROGRESS COMPLETE GAS DUAL HFO
NOR ON ON NOR
EMERG BLR ATOM FO GAS ADD FO SHUT ADD FO SHUT GAS FO ATOM BLR EMERG
V CLOSE V CLOSE
TRIP TRIP LOW LOW FIRING FIRING LOW LOW TRIP TRIP
FWC ATOMIZ AIR FLOW FO FLOW FO FLOW AIR FLOW ATOMIZ FWC
MANU AUTO MANU AUTO MANU AUTO MANU AUTO MANU AUTO MANU AUTO MANU AUTO MANU AUTO
OPERATION MODE FO SHUT V/V IGNITER IGNITER IGNITER IGNITER FO SHUT V/V OPERATION MODE
NOR PURGE BURN CLOSE OPEN OFF INSERT SPARK OFF INSERT SPARK LAMP TEST OFF INSERT SPARK OFF INSERT SPARK CLOSE OPEN NOR PURGE BURN
FLUORESCENT LAMP
OFF ON
FO V/V FO V/V FO V/V FO V/V
CLOSE OPEN CLOSE OPEN CLOSE OPEN CLOSE OPEN
PURGE FINISH PURGE FINISH
FWD (NO.1) BURNER AFT (NO.2) BURNER AFT (NO.2) BURNER FWD (NO.1) BURNER


4.6 EMERGENCY BOILER OPERATION FROM i) Adjust the FO flow control valve F220B to the ignition position
BOILER LOCAL PANEL of 20% open.
j) Adjust the atomising steam pressure control valve T226B to

30% open.
Emergency Operating Procedure using the Forward (No.1)
Burner k) Turn the FO SHUT V/V switch from the CLOSE to the OPEN
position.
If the DCS fails, control air should be shut off the following control valves to
enable them to be manually operated: l) Turn the IGNITER switch from the OFF position to INSERT
• Fuel oil flow valve F220B and then to the SPARK position.
• Combustion air flow valve m) Turn the FO V/V switch from the CLOSE position to OPEN
• Atomising steam pressure valve T226B until the flame is established, but not longer than 10 seconds.
• Fuel oil pump discharge pressure valve F215V
n) Adjust the atomising steam pressure control valve T226B to
control the pressure at 7 bar and adjust the FO and combustion
Each of the control valves applicable to the boiler is fitted with a handjack
air to maintain safe combustion.
device for local operation. A local control panel is provided for each boiler.
When the second burner is required, adjudt the FO pressure to more than 11
At the Local Control Panel
bar and repeat the ignition procedure l) and m) above.
a) Turn the OPERATION POSITION switch from the REMOTE
position to the LOCAL position. (Note: If the burner does not ignite or fails after ignition, repeat the purge
procedure from f). The superheat vent valve should be opened as soon
b) Fully close the air flow control valve and start the FD fan. as the first fire is lit.)
c) Open the fuel oil pump discharge pressure control valve to WARNING
50% and start the FO pump and manually adjust the discharge If ignition is lost from both oil/gas burners, the furnace is to be thoroughly
pressure to 15-25 bar. purged of combustion gases before relighting is attempted. When the FO
shut-off valve is closed due to a LOW-LOW drum level alarm, the ADD
d) Turn the OPERATION POSITION switch from LOCAL to the FO SHUT V CLOSE button is to be pressed for 3 seconds to reset the
EMERG position. alarm situation.
e) Turn the OPERATION MODE switch from NOR to the PURGE

Changing Back to the DCS Control
position.
If the boiler has been fired in the EMERGENCY mode, the burner will need to
f) Fully open the air flow control valve to allow a furnace purge. be shut off and the boiler returned to normal LOCAL firing.
(Note: The differential pressure between the wind box and the furnace should To pass control back to the DCS, the boiler pressure should be above 1.5 bar
be above 15mbar. The furnace purge should be conducted until the and one burner in use. To pass control back to the DCS, the OPERATION
PURGE FINISH lamp illuminates.) POSITION switch must be turned to the REMOTE mode and on the DCS
screen T30-452-13, press CONTROL SELECT and click ON.
g) Turn the OPERATION MODE switch from PURGE to the
BURN position.
h) Adjust the air flow control valve to the ignition position of 5%

open.


4.7 FIRE IN THE ENGINE ROOM f) Have the fire team organised to tackle the outbreak with e) Close all accessible openings and hatches to prevent the fire
maximum speed. The situation must be thoroughly assessed spreading.
The risk of a fire outbreak can be minimised by ensuring that all personnel before any personnel are directed to the fire. The means of
understand the risks and by ensuring that the engine room is maintained in a tackling the fire and the means by which the fire party can f) If there is a danger of the release of poisonous gases or
clean condition and that any oil leaks are dealt with immediately. Oily rags retreat from the outbreak area if necessary must be understood of explosion consider part or total ship abandonment. Ship
and waste must be disposed of in a safe manner using metal containers. Empty by all involved. drawings, cargo plans etc. should be taken ashore. A crew
plastic containers must never be left around the engine room spaces, and they check is to be carried out.
should never be used as waste bins for oily rags and similar combustible g) If there is the least doubt whether the fire can be controlled
material. by ship’s crew, the safety team must inform the Master so that g) Consider using the fixed extinguishing systems, depending on
other ships can be informed on the distress frequencies. extent of fire.
There must always be an awareness of potential fire ignition sources such
as leaking oil pipes or insecure electrical contacts. High temperature points h) Depending upon the fire and the availability of fire fighting h) On arrival of the fire brigade inform the Chief Fire Officer of:
such as exhaust manifolds or boiler furnace casings should always be lagged capacity, give priority to fire limitation until the situation is
• Any personnel missing
effectively and lagging must always be repaired or replaced when damaged clarified.
or after overhaul. Combustible materials such as rags, oily waste and plastic • Assumed location of fire
containers must never be placed close to exhaust manifolds whether lagged i) Where appropriate, use portable fire extinguishers on small • What is assumed to be burning
or not. fires when safe to do so.
• Any conditions that may constitute a hazard
All personnel having anything to do with the engine room spaces must know j) If substances which are on fire, or close to a fire, may emit
the locations of the different types of fire extinguisher available in the engine poisonous gases or explode, direct the crew to a safe position i) Assist the Chief Fire Officer with information and orientation,
room and must know which type is suitable for the different types of fire before actions are organised. by means of drawings and plans.
which can occur. The location of fire hoses and hydrants must also be known.
A fire in a particular location may prevent the use of the hose and hydrant k) Effective communication must always exist between the fire Battening Down of the Engine Room
at that location so it is essential that the location of alternative fire fighting fighters and the ship’s control centre. The control centre must
a) Stop the main engine and shut down the boilers.
equipment is known and the best route for running hoses is understood. maintain an open communication with the bridge.
If a fire should occur in the engine room: b) Sound the evacuation alarm.
l) If any person is seriously injured, request assistance from the
nearest rescue centre.
c) Stop all the ventilation fans.
General
m) Prepare to operate the High Expansion Foam fire fighting
d) Start the emergency generator and put on load.
a) Sound the fire alarm and inform the Chief Engineer and system if necessary, depending on the extent of the fire. The
the bridge. Do not attempt to tackle the fire alone without procedure for this is described in section 5.9. If the fire is not
e) Trip the quick-closing valves and the engine room auxiliary
informing others of the situation. in an area covered by the High Expansion Foam fire fighting
machinery and close all fire flaps and funnel doors.
system, operate the CO2 system. See section 5.2 CO2 Flooding
b) If personnel are missing, consider the possibility of searching System.
f) Count all personnel and ensure that none are in the engine
in the fire area. room.
In Port
c) Determine the location of the fire, what is burning, the direction a) Activate the emergency shutdown system in agreement with g) Start the emergency fire pump and pressurise the fire main.
of spread and the possibility of controlling the fire. Determine if the gas terminal duty personnel and prepare to vacate the
oil or other materials are feeding the fire and take steps to cut off berth if required. h) Prepare to operate the High Expansion Foam fire fighting
the supply of combustible material, eg operate quick-closing or system if necessary, depending on the extent of the fire. The
other accessible valves to shut off oil supply to the fire. b) Conduct a crew check and organise crew for fighting the fire. procedure for this is described in section 5.9.
d) If the fire is in an isolated compartment close the doors to the c) Inform the local fire brigade even though the fire appears to
compartment and shut off ventilation. be under control.
e) If necessary start the emergency generator in order to ensure d) If personnel are missing, consider the possibility of searching
continuity of electrical supply. in the fire area.


Illustration 4.8a Fire Control Station
Key
1 - Foam Fire Extinguishing System Main Cabinet
2 - Foam Fire Extinguishing System Remote Cabinet
3 - CO2 Fire Extinguishing System Release Cabinets

Plan View - Fire Control Station
4 - CO2 Fire Extinguishing System Supply Cabinet
5 - Dry Powder Fire Extinguishing System Release Cabinets for Port and Starboard Manifold Monitors
24 22 6 - Emergency Stops for Accommodation, Engine Room and Cargo Ventilation Fans
7 - Fire Main Pressure Gauge
8 - Fire Alarm Repeater Panel

23
9 - Water Spray Pumps Start/Stop Pushbuttons Panel
21 10 - Fire Pumps Start/Stop Pushbuttons Panel
11 - Cargo ESD Pushbutton Panel
12 - Shipside Valves ESD Pushbutton Panel

20
13 - General Alarm Horn
14 - General Alarm Pushbutton

26
27
19 15 - Light Switch
25 16 - Intrinsically Safe Telephone
17 - Automatic Telephone
Upper Upper
Deck 18 Deck
18 - Emergency Breathing Apparatus Cylinders Recharging Compressor
Starboard Accommodation
28 29 31 Alleyway
19 - Emergency Breathing Apparatus Recharging Compressor Start/Stop Pushbuttons Panel
Starboard
17 20 - Gas Detection System Extension Alarm Panel
30 16
21 - Gas Detection System Monitor
Forward 15
14
22 - Engine Room Quick Closing Valves and Fire Dampers Operating Panel
13
23 - Spare CO2 Cylinders for Portable Fire Extinguishers
24 - Accommodation Fire Dampers Operating Panel
4 5 5 26 - Fireman's Outfit Locker

1 9 10
7 8 11 12
2 3 3 3 3 3 3 3 6
27 - International Hose Connection
29 - Personal Protection Equipment Locker
30 - Spare Emergency Breathing Apparatus Cylinders
31 - Dry Powder Fire Extinguishing System Operating Instructions Panel


4.8 FIRE CONTROL STATION • Release cabinet for dry powder system for port and starboard • Breathing apparatus cylinders recharging compressor
manifolds
• Emergency eye wash kit
Introduction • Control cylinder cabinet for CO2 system
• Fire main pressure gauge
• Control valve cabinet for CO2 systems to the following rooms:
The fire control station, situated on the starboard side of the accommodation
• No.1 and 2 high voltage switchboard rooms
on the upper deck, contains the command for the fire fighting systems and
equipment necessary for fighting a fire from a safe environment. • No.1 and 2 low voltage switchboard rooms
• Engine control room
It includes the following:
• Emergency generator room
Personnel Protection • Cargo compressor room
• Cargo motor room
• 4 sets - self-contained breathing apparatus and protective
clothing • Bow thruster room
• 8 sets spare cylinders • Paint store
• 16 sets - personnel protection equipment • Cargo switchboard room
• 3 sets - fireman’s outfit
• Emergency shutdown switch box for the shipside valves
• 2 set - heat resisting protective suit
• 2 set - non-conductive boots, gloves and rigid helmet
• Switch box for the cargo ESD system
• 2 set - fire axes
• 4 set - safety lamp • Emergency stop pushbuttons for:
• 4 sets safety lines • Cargo room, deck area and accommodation extraction fans
• 1 set emergency escape breathing device (EEBD) • Engine room vent and extraction fans
• Lubricating oil and hydraulic oil system pumps
Communication Equipment • Fuel oil system pumps
• Incinerator
• Common battery telephone
• Cargo and deck LO and hydraulic oil system pumps
• Automatic telephone
• General alarm pushbutton
• Control box for the quick-closing valve system
• Fire alarm pushbutton
• Fire alarm repeater panel
• Control box for the accommodation fire dampers
• Gas detection system extension alarm panel with alarm display
monitor
• Pushbutton start/stop box for the following pumps:
• Water spray pumps
Fire Fighting Equipment
• Bilge, fire and general service pumps
• 20 sets spare cylinders for CO2 fire extinguishers
• Emergency fire pump
• International ship/shore connection
• Fire pump
• Remote control panel and main control panel for high expansion
foam system


Illustration 4.9a Dead Ship Starting Sequence with the Main Diesel Generator Out of Service
Start emergency Working or control air compressor start (55kW), Low duty condensate pump start (32A)
diesel generator Battery To be run
only if emergency generator load below 1,300A
(850kW) starting intermittently
(required for control valves on FD fans,
and diesel FO atomising air)
All unrelated equipment Main turbine gland steam exhaust fan start (32A)
should be switched off and
feedback mode to be set
No.2 central FW cooling pump start (230A).
If CFW cooling temperature above 38ºC
Automatic Main condenser vacuum pump start (74A),
start main SW cooling pump (130A) and stop
circuit breaker together with recirculating pump (2.2kW)
when CFW cooling temperature is below 34ºC
closed
Main condensate drain pump start (25A)

Boiler diesel oil
Engine room emergency lights on (35A), pump start (30A)
accommodation emergency lights on
(necessary areas only) and
navigation and communication Turbine generator LO pump start (5A)
equipment on
Boiler seal air
fan start (12A)
Turbine generator LO pump start (A)
Engine room DCS UPS
system on
Engine room supply vent fan start (55A),
only if emergency generator load below 1,300A Generator turbine start
Close feedback breaker (EB1 or EB2)

and confirm status of engine room
machinery breaker (LE1 or LE2) Boiler auxiliary feed water pump start (42A), To be run When the turbine generator speed reaches
only if emergency generator load below 1,300A intermittently 95% of normal rpm, the turbine generator
VCB (TG1 or TG2) is to be closed and the
emergency generator ACB (EG1) will be automatically
Commence ignition of opened after short period of parallel running
Control air dryer start (5.2A) boiler burner and raise (provided the ESBD is in normal mode)
steam pressure
Main SW circulating Main turbine turning gear start (16A)

pump start (400A)
Main turbine Auxiliary LO pump start (60A)

No.2 boiler forced draught fan start
(220A)


4.9 DEAD SHIP STARTING WITH THE MAIN DIESEL Illustration 4.9b Electrical Load for Dead Ship Starting
GENERATOR OUT OF SERVICE
Emergency Alternator: 850kW, 1,063kVa, 1,362A, 440V, 3 Phase, PF 0.8
Emergency Alternator
Actual Total Total
Rated Rated Actual
Capacity/rating: 450V, 3ph, 60Hz, 850.4kW, 1,364A, 1,063kVA Seq. Machinery List Total Expected Starting Expected Starting Starting
Start Equipment Total Consumption Time Remarks
Consumption Current Current Current Current
0.8pf, 4 pole, IP44 Load (kW) Load (kW) Load (kW) (A) (A) (Sec)
Load (kW) (A) (A)
Introduction 1 Emergency Lighting 26 26 26 26 35 35 35 35 Instant
Engine Room From

In this situation the emergency diesel generator is used to supply electrical 2 30 56 15 41 20 20 55 55
DCS UPS (2 x 15kW) Battery Source
power to the machinery required to start the engine room from a dead ship
Engine Room
condition. 3
Supply Vent Fan 35 776.5 30 637.5 58 411 1,084.2 1,437.2 5
No.2 Boiler Forced Emergency Generator

The following conditions apply: 4
Draught Fan 185 495 130 400 220 2,450 680.2 2,910.2 7
Voltage Drop 23-26%
• The vessel is alongside a quay 5
Boiler Auxiliary Feed
26 802.5 22 659.5 42 385 1,126.2 1,469.2 2.2
Water Pump
• Both boilers are cold Boiler FO Atomising Air
6 55 550 45 445 74 616 754.2 1,296.2 2
• The emergency generator engine batteries have sufficient power (Working Air Compressor)
to start the generator 7 Boiler Diesel Oil Pump 22 732 16 601 30 240 1,014.2 1,224.2 1
• Emergency power is to be supplied as feedback to the HV
switchboard via the LV switchboard 8 Boiler Seal Air Fan 7.5 739.5 6.5 607.5 12 85.7 1,026.2 1,099.9 10
• The engine room lighting to be restricted to emergency lighting 9 Boiler Burner Ignition (Burner On) and Steam Pressure Raised to Enable Turbine Generator to Start
only
• Domestic, navigation and communication equipment to be 10 Turbine Generator LO Pump 3.7 964.4 3 788.3 5 40 1,344.2 1,379.2 0.5
restricted Turbine Generator
11 2.5 966.9 2 790.3 4 24 1,348.2 1,368.2 0.5
Turning Gear
• No.2 boiler FD fan to be used for boiler cold start
• No.2 central FW cooling pump to be used when required 12 Main SW Circulating Pump 250 310 225 270 400 2,342.2 460.2 2,402.4 2
• All electrical machinery is switched off and will to be manually 13 Condensate Drain Pump 18.5 960.7 15 785.3 25 209.2 1,339.2 1,523.4 1
started when required
14 Control Air Dryer 4 60 4 0.45 5.2 5.2 60.2 60.2 Instant
• The control air and working air reservoirs are fully charged.
They can be topped up by intermittently running an air No.2 Main Central Fresh Auto Transformer
15 160 710 140 585 230 923 984.2 1,677.2 13
compressor Water Cooling Pump 70% Tap
• The engine room vent fan to be run intermittently Main Turbine

16 14 816.5 10 669.5 16 114 1,142.2 1,240.2 0.5
Turning Gear
• The boiler cold start feed water pump to be run intermittently Main Turbine
17 45 861.5 37 706.5 60 490 1,202.2 1,632.2 0.8
Auxiliary LO Pump
• If the emergency alternator load is at 1,300A or above the
following must be stopped: Low Duty
18 22 883.5 16 722.5 32 240 1,234.2 1,442.2 0.7
Condensate Pump
Engine room vent fan Main Turbine
19 1.5 885 1 723.5 2 19 1,236.2 1,253.2 1
Gland Steam Exhaust Fan
Boiler cold start feed water pump
20 Main Condenser
55 940 45 768.5 76 663 1,311.2 1,899.2 1
Air compressor Vacuum Pump
21 Recirculating Pump for

2.2 942.2 1.6 770.3 3 30 1,314.2 1,341.2 0.5
Vacuum Pump
22 If Emergency Generator Load Current is 1,300A or Above, Auxiliary Feed water Pump, Engine Room Vent Fan and Working Air Compressor to be Stopped

PART 5: FIRE FIGHTING SYSTEMS
Illustrations
5.1a Fire and Wash Deck System 5.6f Fire Fighting Equipment - Engine Room Floor and 4th Deck
5.1 Fire and Wash Deck System
5.1b Engine Room Fire Main System 5.6g Fire Fighting Equipment - Engine Room 3rd Deck and Steering
5.2 CO2 Flooding System
Gear Room
5.3 Quick-Closing Valves and Fire Dampers System 5.2a CO2 Flooding System
5.6h Fire Fighting Equipment - Engine Room 2nd Deck
5.4 Fire Detection System 5.3a Quick-Closing Valves and Fire Dampers System
5.6i Fire Fighting Equipment - Main Deck
5.5 Fixed Gas Detection System 5.4a Fire Detection Panel
5.6j Fire Fighting Equipment - Upper Deck
5.6 Fire Fighting Equipment (Illustrations Only) 5.4b Fire Detectors and Alarms - A and B Accommodation Decks
5.7a Lifesaving Equipment - Main Deck
5.7 Lifesaving Equipment (Illustrations Only) 5.4c Fire Detectors and Alarms - C and D Accommodation Decks
5.7b Lifesaving Equipment - A and B Accommodation Decks
5.8 Emergency Escape from Engine Room 5.4d Fire Detectors and Alarms - E and F Accommodation Decks
5.7c Lifesaving Equipment - C and D Accommodation Decks
5.9 High Expansion Foam Fire Extinguishing System 5.4e Fire Detectors and Alarms - G Deck and Navigation Bridge
Deck 5.7d Lifesaving Equipment - E and F Accommodation Decks
5.10 First Aid Fresh Water System
5.4f Fire Detectors and Alarms - Bow Thruster Room and Bosun’s 5.7e Lifesaving Equipment - G Deck and Navigation Bridge Deck
5.11 Personnel Protection Equipment Store
5.7f Lifesaving Equipment - Engine Room 2nd Deck
5.12 Water Spray System 5.4g Fire Detectors and Alarms - Engine Room Floor and 4th Deck
5.7g Lifesaving Equipment - Engine Room 3rd Deck and Steering
5.13 Dry Powder Fire Extinguishing System 5.4h Fire Detectors and Alarms - Engine Room 3rd Deck and Steering Gear Room
Gear Room
5.14 Oil Mist Detection System 5.7h Lifesaving Equipment - Engine Room Floor and 4th Deck
5.4i Fire Detectors and Alarms - Engine Room 2nd Deck
5.7i Lifesaving Equipment - Upper Deck
5.4j Fire Detectors and Alarms - Upper Deck
5.8a Emergency Escape from Engine Room
5.4k Fire Detectors and Alarms - Cargo Machinery Room
5.9a High Expansion Foam Fire Extinguishing System
5.5a Fixed Gas Detection System
5.12a Water Spray System
5.5b Portable Gas Detectors
5.13a Dry Powder Fire Extinguishing System
5.6a Fire Fighting Equipment - A and B Accommodation Decks
5.13b Dry Powder Release Cabinet
5.6b Fire Fighting Equipment - C and D Accommodation Decks
5.14a Oil Mist Detection System
5.6c Fire Fighting Equipment - E and F Accommodation Decks
5.6d Fire Fighting Equipment - G Deck, Navigation Bridge and Compass

Decks
5.6e Fire Fighting Equipment - Bow Thruster Room and Bosun’s

Store

Illustration 5.1a Fire and Deck Wash System PI
BF100 BF99
BF98 BF97
BF96 BF95 Eductor Driving Line

for Bosun's Store
BF94 BF93
Eductor Driving Line
BF92 BF91
for Forward Void
To Hawse Pipe
Eductor Driving Line for
BF90 BF89
Bow Thruster Room
BF88 BF87 BF10 BF02
BF09
Under
BF86 BF85 Deck Passage Bosun's Store BF11 BF03
BF14
BF101 BF77 BF09
BF94 BF83 BF04
Steering Gear
BF78 BF62 Bosun's
Room
B54 BF80 (P) Store BF05
BF79 BF76
BF102 BF75 (S)
BF61 Forward FO
From Water Spray Tanks (P&S)
BF103 BF73 BF74 Emergency Fire Pump
Pumps BF07
Fuel Oil (650/72m3/h x 90/115mth)
Aft Peak Tank Tanks
Engine Casing
BF71 BF72 (P & S) BF08 BF06
For Bilge
Eductor No.1 WB
From BF69 Driving for Tank (C) Fore
Fire Main BF70 Sea Chest Pipe Duct Peak
Stern Tube Pressure
Pump Void Tank
Cooling B10V B11V B40V Pipe Duct
Water Shore
Bilge, Fire & GS Pumps 1 2 Fire Pump
Tank Connection BF43 Bow Thruster and
(245/150m3/h x 30/115mth) (150m3/h x 115mth)
Emergency Fire
BF45 BF41 Pump Room
Fire Hydrant for
BF109 Bow Thruster
BF68 BF62 BF33 BF19 Room
For Emc'y Gen Rm PI BF39
FW Tank BF79
(Outside Room) BF59 BF58
(P&S) BF50 BF28
BF60 BF54 BF49 BF46 BF35 BF31 BF18 BF14
BF26 BF21
BF64
Distilled BF101
BF82 BF80 BF78 BF52 BF16 BF06
Water
Tank BF66 BF37 BF23
From Engine BF05
Room BF02
BF10 BF04
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Engine BF20 BF03
Casing Accommodation BF55 BF47 BF29
Bosun Store
BF09
BF102 BF56 BF30
BF11
BF01
To Swimming Pool From Emergency
BF105 BF12
Fire Pump
Distilled
Water BF36 BF25 BF22 BF15
BF81 BF65 BF13
Tank BF104
BF57 BF53 BF51 BF34 BF24
BF63
BF38 Key
BF67 BF61 BF48 BF32 BF27 BF17
Steering Gear BF108
Fire Main
Room
High Expansion Foam BF40
Shore BF44 Sea Water
and CO2 Room Connection BF42


5.1 FIRE AND WASH DECK SYSTEM The fire pump, water spray pumps and the bilge, fire and general service pumps Preparation for the Operation of the Fire Hydrant System
are located in the engine room. These pumps are driven by electric motors.
The fire main must be kept under 1.0 - 2.0 bar pressure at all times and this
Fire Pump
The emergency fire pump is located in the bosun’s store in the focsle. The is done by means of the sea water hydrophore unit. It is assumed that the fire
Maker: Teikoku Machinery Works Ltd pump is driven by an electric motor. The pump is situated at the bottom of the main is already flooded before starting the sea water hydrophore unit.
No. of sets: 1 bow thruster room and has its own sea suction.
Type: Centrifugal self-priming Procedure to Operate the Sea Water Hydrophore Unit
The fire pump, emergency fire pump and the fire, bilge and ballast pumps
Model: 150-2VCS-Sm supply water to the fire and deck wash main. The water spray pumps supply
3 a) Ensure that the main sea water crossover pipe is flooded with
Capacity: 150m /h at 115mth the water spray system.
either the high or low sea suction valve open.
The fire main is pressurised at all times by a sea water hydrophore unit which
Bilge, Fire and General Service Pump b) Vent the fresh water hydrophore tank and, using the fire line
is maintained under pressure by the fire line pressure pump. The sea water
Maker: Teikoku Machinery Works Ltd hydrophore unit has a pump cut in pressure of 1.0 bar and a cut out pressure pressure pump, fill it until the water level gauge glass is ¾ full
of 2.0 bar. The sea water hydrophore unit operates in the same way as the then stop the pump. Suction valve B47V and discharge valve
No. of sets: 2
fresh water hydrophore units, with air pressure providing the loading in the B57V must be open.
hydrophore tanks.
Model: 200-2VSR-Bm-NV-S c) Open the air supply valve and pressurise the hydrophore tank
3 to the general service air supply pressure. The hydrophore tank
Capacity: 245/150m /h at 30/115mth The connection from the sea water hydrophore unit to the fire main is at the
outlet manifold from the fire pump and the fire, bilge and GS pumps. The fire gauge valves must be open.
Emergency Fire Pump line pressure pump is normally set for an automatic start and stop operation.
d) The sea water hydrophore tank is now operational and SW can
Maker: Teikoku Machinery Works Ltd be supplied to the fire main by opening valve B43V.
The pump selector switch at the main switchboard is set to REMOTE and
Model: 300-2VSR-Am NV-S automatic operation may then be selected at the fire pump system DCS graphic
e) Select automatic operation for the fire line pressure pump.
Capacity: 650/72m3/h x 90/115mth screen T30-447-01. The pump may be started and stopped manually if required
by calling up the pump faceplate at the DCS screen and clicking on the START
The fire line pressure pump will maintain 1.0 - 2.0 bar pressure in the fire
or STOP soft keys as necessary.
Fire Line Pressure Pump hydrant system.
The main fire pump may also be started and stopped from the DCS screen T30-
447-01 provided that the main switchboard selector switch is set to remote. Procedure for Supplying Sea Water to the Fire and Deck
No. of sets: 1 There is no automatic start facility available for this pump nor is there an
Type: Centrifugal
Wash System
automatic start after a blackout.
Model: 32-2MSH-Am The fire and deck wash system may be supplied by the main fire pump, located
Capacity:
3
2m /h at 115mth The fire, bilge and GS pumps may be started and stopped locally if the main in the engine room, and by either of the two fire, bilge and GS pumps, also
switchboard is selector switch is set to local, but when set to remote the pumps located in the engine room. These pumps take suction from the main sea water
are manually started and stopped from the DCS graphic screen T30-447-01 by crossover pipe and so the ship side valves S101V and S105V must be open
Introduction calling up the individual pump faceplates. and operating.
The fire hydrant and deck wash system can supply sea water to: The main fire pump, the fire line pressure pump, water spray pumps and the a) All intermediate isolating valves along the fire main on the
fire, bilge and GS pumps all take suction from the main sea water crossover main deck must be open.
• The fire hydrants in the engine room
pipe. Either the high or low sea chest must be open to this suction main at all
• The fire hydrants on deck times. b) All hydrant outlet valves must be closed.
• The fire hydrants in the accommodation block
c) Set up the valves as shown in the table below:
• Hawse pipes
• Forward bilge eductors It is assumed that the sea water main suction valves at the sea water valve
• The hot foam system chest(s) are open to provide sea water suction.
• Cargo hold bilge eductors

• The cargo manifold water curtain spray system


Illustration 5.1b Engine Room Fire Main System
To
Fire and Wash Deck
System
(5.1a) BF80V
Port Passageway 3rd Deck
Casing (Starboard) BF77V
Key
BF76V 2nd Deck (Port)
Sea Water 2nd Deck (Starboard)
BF75V
Fire/Deck Water
Electrical 3rd Deck (Starboard) 3rd Deck (Port)

BF73V BF74V
Instrumentation
Bilge 4th Deck (Starboard) 4th Deck (Port)

BF71V BF72V
Floor (Starboard) Floor (Port)

BF69V BF70V PI
PI PX DCS
To
Ion Exchanger
B74V Overboard (Section 2.2.1b)
BA14V
PI B66V
To Ion To Void Space
Exchange Stripping
Eductor PS
Eductor
B54V B12V B6V B10V B13V B7V B11V B40V

Compressed
Air
Connection
From
Water Spray System
PI PI PI
(5.12a)
Bilge, Fire & General Sea Water
Fire Pump
Service Pumps 1 & 2 1 2 Hydrophore
(150m3/h x 115mth)
(245/150m3/h x 30/115mth) Tank
CI CI CI
(1500 Litres)
To To To
No.1 Ballast No.2 Ballast No.3 Ballast B57V B43V
Pump Pump Pump B5V
(2.7a) (2.7a) (2.7a) B1V B2V
B3V B4V B41V PI
Drain To
1 Bilge
Fire Line
To Pressure Pump CI
From MGPS To From MGPS
B104V From Water Spray From (2m3/h x 115mth)
Main SW To Evaporator
Engine Room Pumps Engine Room
High Sea Cooling Pumps SW Supply Pumps Low
Bilge System (5.12a) Port Bilge Well
Inlet Chest (2.5.2a) Emergency (2.5.2a) B47V Sea Inlet
DCS (2.6.1a) (2.6.1a)
(Starboard) Bilge Chest
DCS
S101V Sea Water Crossover Pipe S105V


Position Description Valve Emergency Fire Pump
Main Fire Pump
Open Sea water main suction valve B41V The emergency fire pump is situated in the bow thruster room and can be
started remotely from the fire pump system DCS graphic screen T30-447-01.
Open Main fire pump discharge valve B40V The emergency fire pump may also be started locally from the top of the bow
thruster compartment. If it is to be started remotely the local selector switch
No.1 Fire and Bilge Pump must be put to the REMOTE position. Click on the pump icon on the DCS
screen to call up the pump faceplate and click on the START and STOP soft
Open Sea water main suction valve B3V keys to start or stop the emergency fire pump as required.
Open No.1 fire and bilge pump discharge valve B10V
The pump can be started remotely from the following locations:

No.2 Fire, Bilge and GS Pump
• Locally
Open Sea water main suction valve (locked open) B4V
• Main foam control panel
Open No.2 fire and GS pump discharge valve B11V
• Local fire fighting panels when opening the door
d) Start the main fire pump or the selected fire, bilge and GS pump • Fire control station
from the DCS screen T30-447-01 and supply water to the fire
main. These pumps must be selected as REMOTE at their local • Wheelhouse console via the DCS
selector switches in order to allow them to be started from the
DCS screen. The emergency fire pump suction valve BF07 and the discharge valve BF09
from this pump are always kept open so the pump can be started and supply
e) Open the desired hydrant valves on the fire main after connecting water to the fire main immediately. Although these valves are normally kept
the fire hose. open they should, however, be operated periodically in order to ensure that
they are free to be closed should the need arise.
(Note: In order to avoid cavitation and overheating at least one outlet on the
system should be opened to allow some flow through the pump. This
would usually be a hawse pipe valve.)
Fire main pipelines run along the port and starboard sides of the ship in the
under deck passage. Hydrant connectors are provided at strategic positions so
that all parts of the deck may be reached by water spray from the appropriate
hoses. The water curtain is supplied from the fire and deck wash main.
Water from the fire and deck wash main is used for operating the forward bilge
eductors.


Illustration 5.2a CO2 Flooding System
Fire Control Station on Upper Deck (Starboard Side) Cargo
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
Cargo Cargo Bow Compressor Emergency
Vent Stop
Vent Stop
Vent Stop
Vent Stop
Vent Stop
Vent Stop
Vent Stop
No.1/2 L/V ,H/V Swtbd
Rooms,Trans Rooms Compressor Switchboard Thruster Motor Generator Paint
and ECR Room Room Room Room Room Store
Supply Release Release Release Release Release Release Release

Cabinet Cabinet Cabinet Cabinet Cabinet Cabinet Cabinet Cabinet
TD TD TD TD TD TD
P P P P P P
Required Quantity Of Cylinders

PI Total: 28 Bottles
Cargo Switchboard Room: 11 Bottles
P P P P P P Emergency
Cargo Compressor Room: 25 Bottles
Operating
Cargo Motor Room: 9 Bottles
Handles
Emergency Generator Room: 5 Bottles
Paint Store: 2 Bottle
Bow Thruster Room: 11 Bottles
No.1/2 L/V and H/V Switchbd
4 Bottles 10 Bottles 2 Bottles 4 Bottles 3 Bottles 2 Bottles
Rooms,Transformer Rooms
and Engine Control Room : 21 Bottles
CO2 Bottle Room - Engine Room Casing on Upper Deck (Starboard Side)
No.1/2 L/V and H/V Switchboard Cargo Switchboard Bow Thruster Room Cargo Compressor Motor Emergency Generator Paint Store
Cargo Compressor Room
Rooms and Transformer Rooms Room Room Room
and Engine Control Room
A A A A A A A
A A
S S
7 Bar 7 Bar
Air Supply Air Supply
P Key Main CO2 Line

Discharge CO2 Cylinder
(Pneumatic and Manually Pilot CO2 Line
Operated) Instruction Chart Caution Plate Pressure Gauge Alarm Bell
Warning Notice Ball Valve PG With Stop Valve A With Lamp
M Instrumentation
Pilot Cylinder S Solenoid Valve TD Time Delay Unit CO2 Discharge
(Manually Operated) (Ex-proof) P (Pneumatic) Nozzle Hose Connection Valve A Air Horn Key Box Electrical Signal


5.2 CO2 FLOODING SYSTEM Central Bank CO2 System The isolation valves are positioned so that the release cabinet door cannot be
closed with the valves in the open position. It is also arranged that the release
Maker: Unitor ASA The central bank CO2 system consists of 25 cylinders each containing 45kg of cabinet door will operate the switches when in the open position, to initiate
Type: High pressure CO2 located in the high expansion foam and CO2 room, which is situated on audible and visual alarms.
the starboard side of the engine casing on the upper deck.
Capacity: 25 cylinders each containing 45kg
A time delay unit is located in the pilot CO2 pipeline to the main storage
Spaces protected: Cargo switchboard room, cargo compressor room, These cylinders are connected to discharge nozzles within the protected space cylinders. This unit allows for a time delay of about 30 seconds between
cargo motor room, emergency generator room, paint via cylinder manifolds and distribution pipework. opening of the pilot valve and the actual operation of the cylinder release
store, bow thruster room, No.1 and 2 high and low valves. This delay offers time for personnel in the protected spaces to evacuate
voltage switchboard rooms, No.1 and 2 transformer A pressure gauge and pressure switch are fitted to the main CO2 manifold. them after the CO2 release alarm has sounded.
rooms and the engine control room
The system is designed to discharge the required number of cylinders into A pressure gauge is fitted to the pilot CO2 pipeline to indicate pilot CO2
the protected space at the same time. Each protected space requires a certain pressure.
Introduction number of cylinders to give a 40% concentration of CO2. The total number of
cylinders is determined by the largest protected compartment.
Dependent upon the application, CO2 is normally employed at levels of Alarms and Trips
between 35% and 50% by volume to produce an oxygen deficiency and thus When the release system is activated for a particular protected space, only the The release cabinet door is fitted with electrical contacts which activate an
extinguish a fire. This level of oxygen reduction is also capable of causing required number of cylinders for that space are released. alarm and stop the ventilation fans in the protected spaces. The alarms in the
asphyxiation. Fixed systems are therefore designed to include safeguards protected spaces consist of visual and audible signals.
which prevent the automatic release of the CO2 whilst the protected area Protected Space Number of Cylinders
is occupied. The users of portable extinguishers should ensure that there is Cargo switchboard room 11
sufficient air to breathe normally. CO2 is not generally regarded as having a Operating Procedure from the Fire Control Station
Cargo compressor room 25
high intrinsic toxicity and is not normally considered to produce decomposite
products in a fire situation. Cargo motor room 9 a) On discovering a fire in a protected space, shut down the
Emergency generator room 5 machinery in that space together with fuel supplies, if any,
The CO2 cylinders are fitted with safety devices to relieve excess pressure and ventilating systems. Close all doors, ventilators and other
Paint store 2
caused by high temperatures. To avoid these operating, it is recommended that openings having first ensured that all personnel have been
Bow thruster room 11 evacuated.
cylinders be located in areas where the ambient temperature will not exceed
46°C. Cylinders must not be stored in direct sunlight. No.1 and 2 high/low switchboard/transformer rooms
and engine control room 21 b) Conduct a muster of all personnel ensuring that everyone is
Certain gaseous extinguishing agents may cause low temperature burns when accounted for. The gas must not be released until any missing
in contact with the skin. In such cases the affected area should be thoroughly persons are accounted for and are known not to be in the
The cargo compressor room requires 25 CO2 cylinders and that is the number
irrigated with clean water and afterwards dressed by a trained person. protected space where CO2 is to be released.
installed. The requirements of all other protected spaces can be satisfied by the
25 cylinders. It has to be appreciated that if any of the cylinders are released to
WARNING c) Go to the release cabinet for the area on fire and open the cabinet
protect a space then there is no longer sufficient capacity to provide protection
DANGER OF ASPHYXIATION door, which will activate an alarm and stop the ventilation fans.
for the cargo compressor room and the efforts must be made to have the CO2
Re-entry to a CO2 flooded area should not be made until the area has been Open the No.1 and No.2 ball valves.
cylinders replenished at the next port.
thoroughly ventilated.
d) Take the key in the release cabinet to open the cylinder supply
Control Cabinets cabinet door.
System Description
Discharge of the CO2 is manually accomplished from the supply and release
Areas Protected cabinets located in the fire control station. The system releases pilot gas at e) Go to the cylinder supply cabinet, open the door and open one
a pressure of 30 bar to open the cylinder release valves and the main line of the pilot cylinder valves by pulling the handle down. If the
The central bank CO2 system installed in the ship protects the cargo switchboard discharge valve(s) to the protected spaces. It is stored in small pilot cylinders pressure gauge reading is below 30 bar, open the 2nd pilot
room, cargo compressor room, cargo motor room, emergency generator room, installed within the supply cabinet. The pilot cylinders are connected to the cylinder valve
paint store, bow thruster room, No.1 and 2 high and low voltage switchboard main pilot system pipework via two isolation valves installed within the
rooms and No.1 and 2 transformer rooms. Outlets for CO2 are located in the release cabinet. The CO2 will be released to the protected space after the time delay period.
protected spaces so as to give an even spread of CO2 quickly throughout the
compartment when the gas is released. One isolation valve is connected via small bore pilot gas pipework to the f) After 10 minutes, close the pilot cylinder hand wheel valve.
cylinder bank to open the cylinders, the other is connected via a separate pilot
gas line to open the line valve to the protected spaces.


Illustration 5.2a CO2 Flooding System
Fire Control Station on Upper Deck (Starboard Side) Cargo
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
CO2 Alarm
Cargo Cargo Bow Compressor Emergency
Vent Stop
Vent Stop
Vent Stop
Vent Stop
Vent Stop
Vent Stop
Vent Stop
No.1/2 L/V ,H/V Swtbd
Rooms,Trans Rooms Compressor Switchboard Thruster Motor Generator Paint
and ECR Room Room Room Room Room Store
Supply Release Release Release Release Release Release Release

Cabinet Cabinet Cabinet Cabinet Cabinet Cabinet Cabinet Cabinet
TD TD TD TD TD TD
P P P P P P
Required Quantity Of Cylinders

PI Total: 28 Bottles
Cargo Switchboard Room: 11 Bottles
P P P P P P Emergency
Cargo Compressor Room: 25 Bottles
Operating
Cargo Motor Room: 9 Bottles
Handles
Emergency Generator Room: 5 Bottles
Paint Store: 2 Bottle
Bow Thruster Room: 11 Bottles
No.1/2 L/V and H/V Switchbd
4 Bottles 10 Bottles 2 Bottles 4 Bottles 3 Bottles 2 Bottles
Rooms,Transformer Rooms
and Engine Control Room : 21 Bottles
CO2 Bottle Room - Engine Room Casing on Upper Deck (Starboard Side)
No.1/2 L/V and H/V Switchboard Cargo Switchboard Bow Thruster Room Cargo Compressor Motor Emergency Generator Paint Store
Cargo Compressor Room
Rooms and Transformer Rooms Room Room Room
and Engine Control Room
A A A A A A A
A A
S S
7 Bar 7 Bar
Air Supply Air Supply
P Key Main CO2 Line

Discharge CO2 Cylinder
(Pneumatic and Manually Pilot CO2 Line
Operated) Instruction Chart Caution Plate Pressure Gauge Alarm Bell
Warning Notice Ball Valve PG With Stop Valve A With Lamp
M Instrumentation
Pilot Cylinder S Solenoid Valve TD Time Delay Unit CO2 Discharge
(Manually Operated) (Ex-proof) P (Pneumatic) Nozzle Hose Connection Valve A Air Horn Key Box Electrical Signal


g) When the pilot pressure gauge within the supply cabinet is zero,
close both pilot isolation valves.
(Note: Allow time for structural cooling before opening the engine room and
ventilating the CO2 gas.)
WARNING
Do not enter CO2 flooded space without using breathing apparatus.
Operating Procedure from the CO2 Room
In the unlikely event of pilot gas initiation failure, the CO2 system may be
operated from the CO2 room.
a) On discovering a fire in a protected space, shut down the

machinery in that space together with fuel supplies, if any,
and ventilating systems. Close all doors, ventilators and other
openings having first ensured that all personnel have been
evacuated.
b) Conduct a muster of all personnel ensuring that everyone is

accounted for. The gas must not be released until any missing
persons are accounted for and are known not to be in the
protected space where CO2 is to be released.
c) In the CO2 room manually open the main valve to the area
containing the fire. Turn and pull the valve handle so that it
opens fully for CO2 is to be released into the protected space.
d) A check must be made to determine how many cylinders

are needed for the space in which the fire has occurred. The
cylinders are clearly marked for each space.
e) Remove an emergency operating handle from the rack and

insert it into the CO2 cylinder valve actuator operating lever.
f) Pull down the operating lever on the valve actuator of the

cylinders to be released. CO2 will now be discharged.


Illustration 5.3a Quick-Closing Valves and Fire Dampers System
F49V
To Funnel Ventilation
Fire Control
F50V Damper (Upper S)
Station To Fire Damper Air Cylinder for Engine Room Ventilation
PIAL
PX F51V Damper (Upper P)
DCS
PI
225 Litres Damper (Lower S)
9 bar F52V
Damper (Lower P)
F304V F315V To No.1 Engine Room

Supply Fan Fire Damper
Incinerator Incinerator
WO Service GO Service To No.2 Engine Room
Quick-Closing Tank
From GS Air Tank Casing Supply Fan Fire Damper
Valves Air Reservoir
System
(
To No.3 Engine Room
To No.4 Engine Room

L32V F36V L17V L6V F101V F29V Supply Fan Fire Damper
Main LO IGG Gas Oil Generator Engine To No.1 Engine Room

Generator Turbine Generator Engine
Settling Service Gas Oil Exhaust Fan Fire Damper
LO Settling Tank LO Settling Tank
Tank Tank Service Tank 2nd Deck
To No.2 Engine Room

F53V Exhaust Fan Fire Damper
To Purifier Room Exhaust

L206V F46V F27V F41V F43V F54V Fan Fire Damper
Main LO Low Sulphur Gas Oil Gas Oil Low Sulphur To Diesel Generator Room
Gravity Fuel Oil Storage Storage Fuel Oil Exhaust Fan Fire Damper
Tank (P) Tank (S) F55V
Tank Tank (P) Tank (S) 3rd Deck
To Oil Store Exhaust

F56V Fan Fire Damper
Key To Chemical Store Exhaust

S F64V F57V Fan Fire Damper
Air
F6V F3V F203V F201V F1V
Fuel Oil/Gas Oil To No.1 Boil-Off Leak Gas
HFO HFO HFO HFO HFO
Overflow Bunker Settling Settling Bunker Lubricating Oil
Tank (P) Tank (P) Tank (P) Tank (S) Tank (S) To No.2 Boil-Off Leak Gas
4th Deck
Electrical Signal F59V Fan Fire Damper
Instrumentation
To Welding Space
Exhaust Fan Fire Damper


5.3 QUICK-CLOSING VALVES AND FIRE DAMPERS Tank Valve Description Valve No.
SYSTEM Group 1
Main lubricating oil settling tank Suction L32V
Introduction Main lubricating oil gravity tank Suction L206V
All the outlet valves from the fuel oil and lubricating oil tanks, from which oil Heavy fuel oil settling tank port Suction F203V
could flow to feed a fire, are equipped with air operated quick-closing valves. Heavy fuel oil settling tank starboard Suction F201V
They are supplied and controlled from the quick-closing valve air reservoir
situated in the emergency shut-off device control box located in the fire control Group 2
station. The reservoir is supplied with air, at a pressure of 9.0 bar, from the
Heavy fuel oil bunker tank starboard Suction F1V
GS air system. The air is supplied directly from the GS air manifold after the
oil filters, with an inlet valve on the quick-closing valve air reservoir which is Heavy fuel oil bunker tank port Suction F3V
locked open. A branch pipe on the air line to the reservoir supplies air directly Heavy fuel oil overflow tank Suction F6V
to the engine room ventilation fire dampers.
Incinerator waste oil service tank Suction F304V
The quick-closing valve air reservoir is fitted with a low pressure alarm Incinerator gas oil service tank Suction F315V
transmitter and the pressure in the reservoir is displayed on the compressed
air system graphic T30-413-01 COMPRESSED AIR SYSTEMS. The oil tank Low sulphur FO tank port Suction F46V
quick-closing valves’ actuator lines are grouped into two systems, each with a Low sulphur FO tank starboard Suction F43V
three-way operating cock. In normal operation the supply line to each group
Generator engine gas oil storage tank port Suction F27V
of tank valves is vented to atmosphere. When the three-way operating cock is
turned, air is supplied to pistons, which collapse the bridge of each valve in Generator engine gas oil storage tank starboard Suction F41V
that group, thus causing the valve to close. Generator engine gas oil service tank Suction F29V
The valves are reset by venting the air supply and operating the valve hand Generator engine gas oil service tank Suction F101V
wheel in a closed direction to reset the bridge mechanism and then opening the Inert gas generator gas oil service tank Suction F36V
valve in the normal way.
Generator engine lubricating oil settling tank Suction L6V
The emergency generator diesel oil tank quick-closing valve is operated by a Generator turbine lubricating oil settling tank Suction L17V
directly connected wire from outside the emergency generator room.
Engine room fire dampers are all connected to a three-way operating cock Procedure for Operating the Quick-Closing Valve System
which supplies air to the damper cylinders in order to keep the dampers open.
When the damper cylinder is vented the damper is closed by means of gravity a) At the emergency shut off cabinet, check the quick-closing
acting on a counterweight. Damper cylinders may be vented as a group by valve group in which the valve(s) to be closed is/are located.
means of the three-way supply cock or may be operated individually by a
three-way cock located close to each damper. b) Turn the three-way operating cock lever to supply air to the
quick-closing valves.
Oil Tank Quick-Closing Valves
The quick-closing valves in the selected group will be closed when the air
pressure acts on the valve piston. To open the valve again, the three-way
CAUTION
operating cock must be turned so that the air supply line to the valves is vented.
Some tanks such as lubricating oil tanks do not have quick-closing
The tripped valves must be closed by turning the valve handle and then opened
apparatus fitted. This is because they are normally closed and only
again in order to reset the trip mechanism.
opened for short periods when required. It is important to ensure that
these are always closed when not in use.


Illustration 5.3a Quick-Closing Valves and Fire Dampers System
F49V
Fire Control
F50V Damper (Upper S)
Station To Fire Damper Air Cylinder for Engine Room Ventilation
PIAL
PX F51V Damper (Upper P)
DCS
PI
225 Litres Damper (Lower S)
9 bar F52V
Damper (Lower P)
F304V F315V To No.1 Engine Room

Incinerator Incinerator
WO Service GO Service To No.2 Engine Room
Quick-Closing Tank
From GS Air Tank Casing Supply Fan Fire Damper
Valves Air Reservoir
System
(
To No.3 Engine Room
To No.4 Engine Room

L32V F36V L17V L6V F101V F29V Supply Fan Fire Damper
Main LO IGG Gas Oil Generator Engine To No.1 Engine Room

Generator Turbine Generator Engine
Settling Service Gas Oil Exhaust Fan Fire Damper
LO Settling Tank LO Settling Tank
Tank Tank Service Tank 2nd Deck
To No.2 Engine Room

F53V Exhaust Fan Fire Damper
To Purifier Room Exhaust

L206V F46V F27V F41V F43V F54V Fan Fire Damper
Main LO Low Sulphur Gas Oil Gas Oil Low Sulphur To Diesel Generator Room
Gravity Fuel Oil Storage Storage Fuel Oil Exhaust Fan Fire Damper
Tank (P) Tank (S) F55V
Tank Tank (P) Tank (S) 3rd Deck
To Oil Store Exhaust

F56V Fan Fire Damper
Key To Chemical Store Exhaust

Air
F6V F3V F203V F201V F1V
Fuel Oil/Gas Oil To No.1 Boil-Off Leak Gas
HFO HFO HFO HFO HFO
Overflow Bunker Settling Settling Bunker Lubricating Oil
Tank (P) Tank (P) Tank (P) Tank (S) Tank (S) To No.2 Boil-Off Leak Gas
4th Deck
Electrical Signal F59V Fan Fire Damper
Instrumentation
To Welding Space
Exhaust Fan Fire Damper


Fire Dampers Procedure for Operating Fire Control Dampers
Engine room fire dampers operate to close ventilation openings in the event a) The main fire damper three-way valve, located at the emergency
of a fire. The dampers are kept open against a closing force (gravity acting shut-off cabinet in the fire control station, must be turned to the
on a counterweight) by means of air pressure acting on the damper cylinder VENT position to actuate all the fire dampers. The dampers
piston. When air pressure is vented the damper or dampers will close. The fire will close under the action of their counterweights when air is
damper pipework is supplied directly from the GS air system main pipe and air vented from their cylinders.
pressure is constantly applied to the system.
b) Returning the three-way cock to the OPEN position will
Activation of the three-way control valve at the fire control station control direct compressed air in to the cylinder pistons and open the
panel will vent the damper air line and cause all fire dampers to close. dampers.
Operation of individual local damper valves will vent each individual damper
as required and allow that damper to close. If dampers for individual locations require closing, the three-way cock
positioned in a safe place near the fire damper must be turned to the VENT
Fire dampers are fitted as follows: position. The damper can be opened again by turning the three-way cock
to the OPEN position.
Item Valve
Funnel vent damper (upper port) A49V
Funnel vent damper (upper starboard) A50V
Funnel vent damper (lower port) A51V
Funnel vent damper (lower starboard) A52V
No.1 engine room supply fan damper
No.1 engine room exhaust fan damper
No.2 engine room exhaust fan damper
Purifier room exhaust fan fire damper A53V
Diesel generator room exhaust fan damper A54V
Oil store exhaust fan damper A55V
Chemical store exhaust fan damper A56V
No.1 boil-off leak gas fan damper A57V
No.2 boil-off leak gas fan damper A58V
Welding space exhaust fan damper A59V


Illustration 5.4a Fire Detection Panel
Central Unit Panel
Salwico CS3000
POWER ON
CS3000 CONTROL CHECK
FIRE
DISCONNECTION
6 13 DATE 2004-09-02 TEST......
ALARM TRANSFER
SECTION DETECTOR TIME 08;52;24
EXTERNAL ALARM
MENU DELAY OFF.....
SYSTEM FAULT..
F1 F2 F3 F4 ABNORMAL COND.
ALARM MUTE
ALARMS IN QUEUE 7 8 9 S SECTION EA
EXTERNAL FAULT
ALARM
4 5 6 D DETECTOR EC EXTERNAL
CONTROL
M MUTE
EXTERNAL CONTROL
ALARM RESET ALARM
ACTIVATED 1 2 3 SD
SMOKE
DETECTOR AD DELAY R RESET
SECTION / DETECTOR
NOT RESET 0 ON OFF TIMER LIST
Fire Alarm Panel Operating Panel


5.4 FIRE DETECTION SYSTEM Keys Operation MUTE: Fault handling key used to
ALARM MUTE: This key is used to acknowledge acknowledge faults and to mute the
Maker: Consilium Marine the fire alarm and mute the buzzers. buzzers.
Type: CS 3000 Salwico Fire Detection System
ALARM RESET: This key is used to reset the fire RESET: Fault handling key used to reset the
Serial number: 02747
alarm. faults.
Reference number: SG-7825
ALARMS IN QUEUE: LEDs indicate multiple alarms ON, OFF, TIMER: Operation keys used to choose the
which can be scrolled through using operation to perform.
General Description
this key. Each alarm is listed in the
alphanumeric display. LIST: List handling keys, the LIST key is
The CS3000 Fire Detection system is a computerised, fully addressable used to open the list function.
analogue fire alarm system with analogue detectors. The operating panel, The arrow keys are used to scroll
control unit and power supply are contained in a central cabinet in the fire Indicators Description through the lists.
control station on the upper deck port side of the accommodation. The detector
loops are connected to the system with a 7.2Ah battery system back-up in the EXT. CONTROL LED indicating that an external
event of a power failure. The system is looped to the gas sampling and alarm ACTIVATED: control output is active. Indicators Description
system and to the DCS cabinet in the electrical equipment room on A deck. POWER ON: Illuminated when the power is on.
SECTION/DETECTOR LED indicating that an alarm reset
The Salwico CS3000 comprises a wide range of detectors and sensors to NOT RESET: has been attempted but failed.
(Detector still in alarm) DISCONNECTION: General disconnection of detectors
suit different needs and conditions. It includes detectors for different alarm indicator.
parameters, for example, smoke, heat and flames. Manual call points, short
circuit isolators and a timer are connected to the loop where required. A fault Operating Panel TEST: Is lit when the central unit is in test
in the system or a false alarm is detected immediately since the function of mode.
the detectors and other installed loop units are automatically and continuously The operating panel is used for controlling the system and to display extra
tested. information in case of a fire alarm. The alphanumeric display is used as a ALARM TRANSFER: Is lit when the dedicated fire output
complement to the numeric display on the fire alarm panel, as a communication is activated (steady light) and is
The fire alarm repeater alarm unit is fitted in the wheelhouse safety console. medium when operating the system and to display guiding texts for the function flashing when the door is open, the
The repeater panel allows the ship’s staff to monitor alarms and scroll keys. Under normal conditions, when the central unit is in normal status, the fire output is deactivated.
through alarms in the queue list but not to accept any alarms or perform text ‘Salwico CS3000’ is displayed together with the date and time.
any disconnections or reconnections. The system can also identify defective EXTERNAL ALARM: Is lit when an external alarm output
detectors in each loop. is disconnected or faulty.
Keys Operation
The system can be monitored via the DCS and a typical screen display is F1, F2, F3, F4: Function keys, used for choosing DELAY OFF: Is lit when the time delay is
shown here. functions from the menus in the deactivated.
display and for entering certain
Central Unit Panel characters with no keys of their SYSTEM FAULT: Is lit when a fault occurs in the
own. system.
The central unit panel is divided into two parts, the fire alarm panel and the
operating panel. The fire alarm panel is activated when there is a fire alarm 0-9: Numeric keys. ABNORMAL COND: Is lit when an abnormal condition
in the system. The operator verifies and supervises the system by using the has occurred.
different keys and the display on the operating panel. Correction key: The last key stroke is erased.
Fire Alarm Panel Return key: The system returns to normal status,
‘Salwico CS30000’ is displayed.
The fire alarm panel is activated when a fire alarm is detected on the system.
S, D, SD, EA, AD: Command keys used to choose the
The FIRE indicator flashes and the section number and detector address in
unit (section/detector no. etc) to
alarm are displayed on the numeric display.
operate.


System Operation g) If ALARMS IN QUEUE is pressed when the last fire alarm The problem should be investigated. The non-resettable fire alarm is displayed
is displayed, the first fire alarm is displayed again and the again.
Detection of a Fire Alarm
ALARMS IN QUEUE indicator goes out for 5 seconds.
FIRE lamp is flashing: A fire alarm is detected in the system. The LIST key can always be used regardless of system status. Pressing LIST
shows the fire alarms one by one on the first line of the alphanumerical display.
a) Press ALARM MUTE, to mute and acknowledge the fire Reset Fire Alarm They can then be reset in the normal way one by one. If the alarm does not
alarm. reset, the reason is displayed on line three. The problem should be investigated.
Only one fire alarm can be reset at a time, i.e. the displayed fire alarm. If there The not resettable fire alarm is displayed again.
b) The FIRE indicator stops blinking and becomes steady red. The are more, the next one will appear on the display.
audible fire alarm, including the internal buzzer is permanently
a) Press the MUTE button for 2 seconds to acknowledge the Fault Indication
silenced when the ALARM MUTE is pressed.
alarm. The FAULT indicator is flashing and the internal buzzer is sounding. One or
c) The section number and detector address in alarm are displayed more faults are detected in the system and the latest fault is displayed on the
on the fire alarm panel and on the alphanumerical display on the b) Press the LIST button. alphanumeric display. The first line displays the word FAULT, a fault code
operating panel. followed by the section number, the detector address, and a fault message.
c) Press the F1 button below the Fire Alarm display key to select Additional text is displayed on line two, if provided The fault codes are listed
d) The section number and the detector address are displayed on the appropriate fire alarm in the manufacturer’s manual. Only one fault can be acknowledged at a time.
the first line and additional information about the location is Press M in the FAULT field to acknowledge the fault and mute the buzzer.
displayed on the second line, if provided. d) Press the ALARM RESET button to reset the fire alarm. It will
disappear from the display and be inserted into the history list. The FAULT indication stops flashing and becomes steady yellow. The internal
ALARMS IN QUEUE lamp is flashing. There is more than one fire alarm in buzzer is permanently silenced. The fault is placed in a fault list and the
the system. e) If the fire alarm does not reset, the reason is displayed on line alphanumeric display is erased. The next fault is displayed if there are more
three. The indicator SECTION/DET NOT RESET is displayed. faults. Otherwise the display is erased and it returns to its previous status. The
a) Press ALARM MUTE repeatedly, to mute and acknowledge all This could be because the detector still detects high levels of number of faults in the system and the order they occurred is displayed on line
the fire alarms. smoke, fumes and/or ionisation etc. The actual detector may three. The fault list can be scrolled through by using the up and down arrow
also be faulty and should be investigated. keys.
b) The FIRE and ALARMS IN QUEUE indicators stop flashing
and become steady red when all the fire alarms are muted. The Fire Alarms that Do Not Reset
audible fire alarm is permanently silenced when the ALARM
To Reset Faults
MUTE is pressed. A detector that cannot be reset can be listed in two ways. Press the LIST or a) Press LIST to open the list function. Faults can only be reset
ALARMS IN QUEUE key. from the fault list.
c) The section number and detector address in alarm are displayed
on the fire alarm panel and on the alphanumerical display on the The ALARMS IN QUEUE key can only list the non-resettable fire alarms if all b) Press F2 to select the fault list. The latest fault is always
operating panel. fire alarms are acknowledged and reset (ie the ALARMS IN QUEUE LEDs are displayed first. The fault list can be scrolled through using the
not lit) and if all faults are acknowledged. If this is not the case, the ALARMS list key. The LED on the arrow key is lit if there are more faults
d) The address of the first fire alarm is displayed on the first line IN QUEUE key will only list the fire alarms that are not reset. to be listed.
and additional information about the alarming unit is displayed
on the second line, if provided. The address of the latest fire a) Press ALARMS IN QUEUE repeatedly to select the appropriate c) Press the arrow keys until the appropriate fault is displayed.
alarm is displayed on the third line and additional information fire alarm. The fire alarm address is displayed on the fire alarm
about this unit is displayed on the fourth line. The total number panel and the operating panel alphanumerical display. d) Press R in the FAULT field to reset the fault. The system
of fire alarms is shown to the right on line one.
attempts to reset the fault.
b) Press ALARM RESET. The system tries to reset the fire
e) Press the ALARMS IN QUEUE button to display the next fire alarm. e) The fault is reset if it disappears from the list. The next fault is
alarm.
displayed after about 5 seconds. If the fault list is empty, the text
If no key is depressed for about 60 seconds the display returns to the first non- LIST EMPTY is displayed, and the system returns to normal
f) The second fire alarm address is displayed both on the fire resettable fire alarm. If the fire alarm is reset it disappears from the display status, ‘Salwico CS3000’ is displayed. If the fault is not reset,
alarm panel and on the alphanumerical display. The fire alarm and from the fire alarm list. The display then returns to the next fire alarm or the reason is displayed on line three. Investigation is required.
is presented on the two first lines on the display. Five seconds if there are no more fire alarms it returns to normal status, ‘Salwico CS3000’
after pressing ALARMS IN QUEUE, the first fire alarm is is displayed. If the alarm does not reset, the reason is displayed on line three.
displayed again.


Disconnections Reconnections
Different parts of the fire alarm system can be disconnected for instance, Disconnected units can be reconnected from the disconnected list by selecting
sections, detectors, manual call points, section units, alarm devices, external the appropriate disconnection. The status is then changed by pressing the ON
control devices and loops. This can be useful when there is welding in a key or using the same procedure as Disconnection, but press the OFF - ON
particular section or removal of detectors is required due to structural shipboard button.
work etc. A whole section can be disconnected permanently or for a defined
time interval using the timer function. The disconnected section can only be
reconnected from the ‘Disconnections’ list.
When operating the system a mistake can be corrected using the BACK key to
erase one step at a time backwards. To interrupt the disconnection function and
return to normal status, press the RETURN key . The system returns to normal
status and ‘Salwico CS3000’ is indicated.
Disconnection Process
a) Press the S button to select the section.
b) Enter a section number and the section menu is displayed.
c) Press OFF to disconnect the section.
d) When the section is disconnected the text on line three is

changed to ORDER DONE.
e) The DISCONNECTION LED is lit if this is the first active

disconnection in the system.
f) A message is displayed on line three, for about five seconds,

if the system cannot disconnect the section. The system then
returns to the previous menu.
g) Continue to define the next disconnection or, if finished, return

to normal by pressing RETURN.
h) Press the D button to disconnect a detector.

D for all detectors
SD for smoke detectors
Heat detectors are selected in the section menu.
Further in-depth operations are available from the manufacturer’s manual.


Illustration 5.4b Fire Detectors and Alarms - A and B Accommodation Decks
Key
Pushbutton
Thermal Detector
For General Alarm
Pushbutton
Smoke Detector
For Fire Alarm
Speaker For Fire

SP And Emergency CO2 CO2 Discharge Alarm
General Alarm
Down Down Down

Up Up
SP
SP
CO2 Crew's
SP
SP
Dairy Messroom SP
Locker
Emergency Meat Room
Generator Room Room Hospital
SP SP
Crew's
SP Lounge
SP
SP
Vent Vent Vent Vent SP
P.T T.V. Room
Locker SP
Fish SP Spare
Room Crew's Pantry CD
SP
CD SP
Crew (D)
&
SP
& SP
PD
SP PD
SP
Spare
SP
Up Vegetable Crew (C)
Engine Casing Room Engine Casing
SP SP
Dn Up
SP
Dn Up
SP
Dn Dn Spare
Galley
Crew (B)
SP
Lift Gymnasium
Dry Provisions Lift
SP
Store SP
Spare
SP
Locker
Crew (A) Night
SP
SP
SP Pantry
SP
Lkr
Incinerator
SP
Room Davit Suez SP
Dn Workers Officer's
Room SP CD SP
CD Pantry SP
&
Officer's
SP
SP
& PD Health Room PD
Vent Vent Vent Vent T.V. Room
SP
SP
Duty Officer's SP
Mess Messroom SP
SP
High Expansion Foam
and CO2 Room Swimming Swimming
SP
Pool Tank SP Pool
Officer's
Smoking Lounge
SP
Down Up Up
Down Down
A Deck B Deck


Illustration 5.4c Fire Detectors and Alarms - C and D Accommodation Decks
Key
Thermal Detector
Smoke Detector
Pushbutton
For Fire Alarm
Speaker For Fire

SP And Emergency
General Alarm SP
Down Up
Dn Up
SP SP SP
1st Engineer's
Day Room
SP Gas Gas
Pumpman Oiler (A) Engineer's Engineer's
Pumpman Day Room
(B) Bedroom
(A)
SP
SP SP
SP
SP
SP SP
SP
Oiler (B)
SP
Assistant Electrician
SP
SP SP
Able SP
Fan Room (Supply) Seaman (B) Oiler (A) Fan Room (Supply) SP
SP
1st Engineer's
SP CD
SP CD Bedroom
SP & SP
SP
SP & SP
SP Assistant PD
SP
PD
SP
SP
SP
Able Oiler (B)
SP
Seaman (A) 4th Officer
Fan Room (Exhaust)

SP SP 1st Assistant
SP Engineer
SP SP
Dn Up Dn Up
SP
SP SP SP
Fan Room SP
(Exhaust) Seaman 2nd Assistant
SP Lift
(B) SP No.1 Oiler Lift Engineer
5th Officer
3rd
SP
SP SP
SP
Drying Assistant
SP
Engineer
Night Room Night
Pantry Bosun Pantry SP
SP
Drying
SP
SP
Crew's Officer's SP
Room Laundry SP
Laundry P.T
CD Chief Officer's
& CD
Fan Room (Supply) PD SP Fan Room (Supply) & Bedroom
Locker SP
SP
SP Steward
SP
PD
SP
SP
SP Locker
SP
SP
SP
SP
SP
Cook (A) 3rd 2nd
Chief
SP
Officer Officer
Seaman Cook
SP
(A) SP SP Chief Officer's

SP Cook (B) SP SP Day Room
Dn Up
Down Up
C Deck D-Deck


Illustration 5.4d Fire Detectors and Alarms - E and F Accommodation Decks
Key
Pushbutton
For Fire Alarm
Speaker For Fire

SP And Emergency
General Alarm
Thermal Detector
Dn
Smoke Detector
Fan Room
Up Down Up
SP SP Cadet (D) SP
SP
Chief Engineer's
Bedroom Captain's SP SP
CD Bedroom CD Pilot
& &
SP
SP
SP PD Captain's PD
SP SP
Day Room
SP
SP
Chief Engineer's
SP
SP
Day Room SP
Funnel Dn Up Cadet (C) Dn Up

PS
SP
SP
CG Locker Electrical
Chief Captain's
Engineer Lift Equipment
Office Lift Room
Office Cadet (B)
SP SP
SP
Night
SP
SP SP
SP SP SP
Pantry
Phone Rm SP
Night
SP
CD SP CD
SP
Pantry SP
Spare &
& PD
Spare Officer (A)
Officer (B) SP
PD Cadet (A)
SP
SP
Up Down Up
To Catwalk
Fan Room
Dn
F Deck
E Deck


Illustration 5.4e Fire Detectors and Alarms - G Accommodation and Navigation Bridge Decks
Key
Pushbutton
For General Alarm
Thermal Detector
Pushbutton
For Fire Alarm Smoke Detector
Speaker For Fire
SP And Emergency Portable Gas
General Alarm
GD Detector Cabinet
Fire Alarm Bell
Up Down Down
Cargo Office
SP Wheelhouse
SP
Up
PD
GD SP
SP
SP
Navigation
Dn Up Locker Down SP
SP
Administration Lift SP
Lift Radio
and Central Table
Engine Office Control Rear
SP
Room
SP
SP
CG Lkr
SP
CD
SP
Battery Night
Pantry
Room
Up Down Down
SP
G-Deck Navigation Bridge Deck


Illustration 5.4f Fire Detectors and Alarms - Bow Thruster Room and Bosun's Store
Key
Pushbutton
For Fire Alarm
Fire Alarm Bell
CO2 CO2 Discharge alarm
Smoke Detector
Speaker For Fire

SP And Emergency
General Alarm
Bow Thruster
and Emergency
Fire Pump Room
Rope
Space
Forward Fuel
Oil Tank Fore Peak Tank
(P&S)
SP
CO2
No 1 W.B.
Tank (C)
Bow Thruster Room

Bosun's Store


Illustration 5.4g Fire Detectors and Alarms - Engine Room Floor and 4th Deck
Key
SC Signal Column Flame Detector
Smoke Detector Thermal Detector
Heavy Fuel Oil Pushbutton Cofferdam

For Fire Alarm Air Horn
Overflow Tank
Cofferdam
Space for Piping
SC
Vent
UP SC
DN
UP
UP
DN
UP
DN UP
DN UP
UP Main LO
Sump Tank
DN UP
UP
SC
DN UP
UP Lift
Lift Space
Space Scoop Inlet
UP
Ahead Stop Valve/
Astern Manoeuvring
Valve
UP UP
Vent
SC Vent SC
DN
SC
4th Deck
Purifier Room Floor


Illustration 5.4h Fire Detectors and Alarms - Engine Room 3rd Deck and Steering Gear Room
Low Sulphur
Tank (P)
Spare Blower Units Diesel Oil

Blower Storage
F F F Tank (P)
UP
UP
Distilled F.W.
Water Tank
Tank (P&S)
(P&S)
SC
Vent Vent Vent UP UP
UP
UP
Key
Port Turbine Generator

Port
Pushbutton
Boiler
For Fire Alarm
Fire Alarm Bell

SC Lift Starboard Turbine Generator
Space
Lift
A.P. SC S C Elevator Mach.
Room F Foam Alarm Bell
Starboard Thermal Detector

Boiler Diesel Generator
Lift
Space
DN Smoke Detector
UP
Rope Space
UP UP
SC
Flame Detector
Vent Vent Vent
Welding
Area
SC SC Signal Column
Workshop
Diesel Oil
Electrical Storage
and Store Space
Steering Gear Room

Low Sulphur
Tank (S)
3rd Deck


Illustration 5.4i Fire Detectors and Alarms - Engine Room 2nd Deck
Inert Gas Generator

Diesel Oil
Service Tank
Key
CO2
CO2
SP Pushbutton
For General Alarm
CO2 Pushbutton
DN For Fire Alarm
Vent Vent Engine
Control
SC Fire Alarm Bell
Room
SP
SP
DN SP
DN F Foam Alarm Bell
CO2 CO2 Discharge Alarm
CO2
SC SC SC SC Signal Column
Lift
F Space
Boiler
Elevator SC CO2 SC
UP Smoke Detector
Vent
Hood
Room Thermal Detector
Lift
DN SP
Space
UP Flame Detector
DN
Speaker For Fire
SP
Vent Vent SP And Emergency
General Alarm
Air Horn
F
CO2
Store
GT LO
Settling
Tank
GT LO
Storage
Tank
GE LO
Settling Generator
Oil Settling Oil Storage Diesel Oil
GE LO
Tank Tank


Illustration 5.4j Fire Detection and Alarms - Upper Deck
Dn
SP
No.2 Cargo
CO2
CO2 SWBD Room
Rotating (Low)
Light for L Paint General Deck SP
CO2 Alarm R Store Store Store
SP
CO2
Vent Vent
Air Condition Room
SP
Key
Port Boiler
Economiser Pushbutton
SP For Fire Alarm
Fire Alarm Bell

Port Boiler No.2 Cargo
Forced Draught Fan SWBD Room
(High) Smoke Detector
SP
SP CO2 Thermal Detector
SP
Standby Forced Engine Room Up Dn Up CO2 CO2 Discharge alarm

SP
Draught Fan Hatch
Boiler Vent
Hood Room
Pushbutton
SC For General Alarm
Lift
Dn
F Foam Alarm Bell

SP SP
SP
P.T
CO2 SC Signal Column
Change Rm C.G.L
SP
Speaker For Fire
Starboard Boiler Incinerator SP And Emergency
Forced Draught Fan Change Rm No.1 Cargo General Alarm
SP SWBD Room
C.D
(High)
& Flame Detector
P.D
Dry Rm SP
Starboard Boiler Locker.
SP
Economiser Up SP
Incinerator Room
Vent Vent
F
SP
SP CO2
SP
Ships
Laundry SP
No.1 Cargo
SP Fire SWBD Room
Control (Low)
CO2
Station


Illustration 5.4k Fire Detection and Alarms - Cargo Machinery Room
Key
Pushbutton Air Horn for CO2 Alarm Air Horn for Fire Alarm Smoke Detector Thermal Detector
For Fire Alarm CO2
No.4 Cargo Tank Compressor

No.3 Cargo Tank No.2 Cargo Tank
Motor Room
Room
CO2 Cargo CO2
Machinery Room
Rotating Rotating
Light for L
L Light for
Fire Alarm R
R Fire Alarm


Illustration 5.5a Fixed Gas Detection System
ELECTRICAL EQUIPMENT ROOM BRIDGE ELECTRICAL EQUIPMENT ROOM
Power Supply Box
Main Supply
4-20mA (0-100% System Control Panel)
Standby Supply
Gas Alarm Fault
Reset 30% Alarms & Fault
Motor Room System
4-20mA x 5/Fault Control Panel
3 Flammable
Stop Valve Box 0-100%LEL Supply
Gas Detectors
4-20mA (0-100%)
DCS
BH19 TANKSCAN
(Sample Point Indent) 1 Flammable
4-20mA MOTOR ROOM
31 Sample
GAS DETECTION SYSTEM Bosun Store
Points
Fault
Serial Comms 1 Flammable

Thruster Room
Drain
Vent
4-20mA x 8/Fault FIRE CONTROL STATION 30% Alarms x 5/Fault 30% Trip
ENGINE CONTROL ROOM Ventilation

Alarm Display Monitor Fan
EXTENSION
8 Flammable ALARM PANEL ENGINE CONTROL ROOM
Gas Detectors
ENGINE ROOM
GAS DETECTION SYSTEM
30% Alarms x 8/Fault
ACCEPT POWER ON
RESET FAULT
Cargo Machinery
Extension Alarm Panel
TEST GAS/ALARM
System Control Panel
Engine Room Gas Detection System (Fire Control Station)
4-20mA x 5/Fault
30% Alarms/Fault 5 Infrared

CARGO MACHINERY
GAS DETECTION SYSTEM Flammable
Sensors
Boiler
4-20mA x 23/Fault Control 30% Trip
Panel
22 Flammable
Gas Detectors
Key
ACCOMMODATION 30% Alarms x 23/Fault Electrical Signal
Sample Pipe
Flammable Gas Detector
(Emergency Diesel Generator Room) Accommodation Area Gas Detection System


5.5 FIXED GAS DETECTION SYSTEM The DCS will record the last sample value of each point as it is transmitted by c) Press the * key to reset the alarm, followed by the # key to
the gas detection system. This recorded value will continue to be displayed on return to the Main Menu display.
Maker: TQ Environmental PLC the graphic screen until it is next updated in rotation.
d) Turn the key to the horizontal position or remove the key for
Introduction Control Panel
security.
There are two types of gas detection systems used throughout the ship The panel also has a 220V power supply and a changeover unit, which provides (Note: Only authorised personnel should proceed any further in the operation
covering all the cargo, machinery and accommodation spaces. The systems back-up from the emergency system in the event of a power failure. of the gas detection panel and instructions to do so can be found in the
use the infrared gas analyser method and the catalytic combustion method. manufacturer’s instruction book.)
The two systems are: The system control panel includes:
• Display Screen - provides high and low alarm thresholds for 2. TQ 800 System
1. BH19 Tank-Scan Aspirated System eight sample locations
The system contains of groups of 4-20mA Measurement Cards, each measuring
The system is situated in the cargo control room and the sampling sequence • Keypad - allows the operator to enter commands whilst in a single detector and displaying the reading on the front of the card. They
is automatically controlled by solenoid selection valves, with the sampled gas the Menu screen monitor the atmosphere continuously at the points where sensing heads
being drawn into the panel by pumps, before being passed over an infrared gas • Acknowledge Pushbutton - used to acknowledge an alarm and are fitted and will detect the presence of any combustible gas should it
analyser. to mute the local/internal annunciator accumulate. The sensors provide electrical outputs to the cards, proportional
to the amount of gas present, to alarm and indicating panels.
The system draws samples from the following locations: • Page Pushbutton - will display the next page which shows the
next eight sample locations The front panel of the Measurement Cards display pushbuttons and indicator
• Cargo hold spaces - upper and lower
• Screen Wake-Up Pushbutton - will activate the start-up screen LEDs as follows:
• Cargo tank annular spaces - upper and lower from the screen saver mode
• Vent masts - 4 sets Pushbuttons
• Keyboard Socket - allows the use of an external keyboard
• Double bottom pipe passage - forward and aft when operating the system • SEL - select button
• Under deck passages - port forward and aft, starboard forward • Security Switch - a two way key switch with a removable key. • - Increase
and aft During normal operation the key is in the horizontal position • - Decrease
and the Start-Up screen is displayed. The key can be turned
• Cargo compressor room - upper and lower • SPR - Special function button
to the vertical position to access the Main Menu screen and
• Cargo motor room system functions. The key can also be removed to eliminate
unauthorised access to the system.
The analyser works on the principle that infrared light is absorbed by the
methane gas. Methane gas has a distinctive absorption band in the infrared
spectrum. Therefore if a sample of gas is compared against a reference sample Procedure to Reset Alarms
of air, the difference in output from an infrared sensor will be in proportion
to the gas concentration. The system is reset using the keypad and the screen display as follows:
If the methane concentration of any sample point reaches 30% LEL, an a) With the Start-Up screen displayed, turn the security switch
audible alarm is sounded and the corresponding indicator lamp is lit on the to the vertical position and the screen will change to the Main
panel. Additionally, a gas detection alarm is activated on the DCS graphic Menu display as follows:
screen T30-429-01 CARGO GAS DETECTION and on the extension alarm
1. - View and reset alarms
panel in the fire control station.
2. - Reset concentration alarms
The system also contains an internal gas sensor to detect the flammable gas 3. - Exit
level inside the panel. The unit will shut off the power supply if an internal gas
leak is detected and provide failure alarms, which are transmitted to the DCS
and the extension alarm panel situated in the fire control station. b) By entering number 1, using the keypad, the screen is changed
to the System Alarm Status display, showing the sensor in
alarm condition.


Illustration 5.5a Fixed Gas Detection System
ELECTRICAL EQUIPMENT ROOM BRIDGE ELECTRICAL EQUIPMENT ROOM
Power Supply Box
Main Supply
4-20mA (0-100% System Control Panel)
Standby Supply
Gas Alarm Fault
Reset 30% Alarms & Fault
Motor Room System
4-20mA x 5/Fault Control Panel
3 Flammable
Stop Valve Box 0-100%LEL Supply
Gas Detectors
4-20mA (0-100%)
DCS
BH19 TANKSCAN
(Sample Point Indent) 1 Flammable
4-20mA MOTOR ROOM
31 Sample
GAS DETECTION SYSTEM Bosun Store
Points
Fault
Serial Comms 1 Flammable

Thruster Room
Drain
Vent
4-20mA x 8/Fault FIRE CONTROL STATION 30% Alarms x 5/Fault 30% Trip
ENGINE CONTROL ROOM Ventilation

Alarm Display Monitor Fan
EXTENSION
8 Flammable ALARM PANEL ENGINE CONTROL ROOM
Gas Detectors
ENGINE ROOM
30% Alarms x 8/Fault
ACCEPT POWER ON
Cargo Machinery
Extension Alarm Panel
RESET FAULT
TEST GAS/ALARM
System Control Panel
Engine Room Gas Detection System (Fire Control Station)
4-20mA x 5/Fault
30% Alarms/Fault 5 Infrared

CARGO MACHINERY
GAS DETECTION SYSTEM Flammable
Sensors
Boiler
4-20mA x 23/Fault Control 30% Trip
Panel
22 Flammable
Gas Detectors
Key
ACCOMMODATION 30% Alarms x 23/Fault Electrical Signal
Sample Pipe
Flammable Gas Detector
(Emergency Diesel Generator Room) Accommodation Area Gas Detection System


Indicator LEDs Control Panel Areas Procedure to Reset Alarms
• ALA - Alarm A activated Cargo machinery trip control panel:
The system can be reset using the Facility Card, situated on the right hand
• ALB - Alarm B activated • Port and starboard boiler hoods side of the control panel. A key switch is used to enable the card and eliminate
• FLT - The sensor signal is too low to be measured (or has • Port and starboard boil-off gas ducts unauthorised access to the system.
been disconnected) • Inert gas line There are four pushbuttons on the front panel:
• OR - The sensor signal is too high to be measured
• RESET - To reset any alarm which is below the hysteresis
• INH - The card is inhibited and does not produce alarm A or The cargo machinery trip control panel will also shut down the gas supply value of the alarm point in the latch mode. In the case of
alarm B. A card may be manually inhibited by pressing the to the boilers. falling alarms, this will be when the level has risen above
pushbutton or removing it from the inhibit mode by pressing the hysteresis level.
the pushbutton again. Engine room system control panel:
• TEST - If pressed quickly and released, will cause the
• SPR - Unused during normal operations, but used when • Engine room supply fans - port forward and aft and starboard measurement cards to step through all LEDs, relays and buzzer
calibrating to set the alarm type as rising or falling and when forward and aft in sequence.
setting the 4-20mA output • Engine room exhaust fans - port and starboard • MUTE - This pushbutton will mute the buzzer
• PWR - The computer is operating and power has been detected • Engine room 2nd deck - port and starboard • SPR - Used as a spare pushbutton
The system is used to monitor for flammable gas in the following areas: Motor room system control panel: a) With the Start-Up screen displayed, turn the security key switch
• Accommodation spaces and press the RESET pushbutton.
• Motor room upper flat
• Engine room spaces • Motor room lower flat - port and starboard b) Turn the key switch to its original position or remove the
• Cargo machinery room spaces • Bosun’s store key for security.
• Bow thruster rooms (Note: Only authorised personnel should proceed any further in the operation
Alarm Points of the gas detection panel and instructions to do so can be found in the
The system has two alarm points (A - High and B - Low) which are set and The motor room system control panel will also stop the ventilation fans. manufacturer’s instruction book.)
each can be configured at any point within the scale. There is also an Alarm
Validation Period (AVP) which is used to prevent spurious alarms. The AVP Accommodation control panel:
is the time (0-60 seconds) that the gas content has to be above or below the • Emergency generator room
alarm set point before the alarm relay operates.
• Main air conditioning air intake
Control Panels • Auxiliary air conditioning air intake

• Galley
The following panels provide gas detection and failure alarms, which
• Duty mess room
are transmitted to the DCS graphic screens T30-429-01 CARGO GAS
DETECTION and T30-429-02 ENGINE ROOM GAS DETECTION and the • Upper deck - port and starboard entrance
extension alarm panel in the fire control station: • A deck - port and starboard entrance
• Cargo machinery trip control panel • B deck - port and starboard entrance
• Engine room system control panel • C deck - port and starboard entrance
• Motor room system control panel • D deck - port and starboard entrance
• Accommodation control panel • E deck - port and starboard entrance
• Gas detection system power box • F deck - port and starboard entrance
• G deck - port and starboard entrance
Each panel has a 220V power supply and a changeover unit, which provides
back-up from the emergency system in the event of a power failure. The unit • Wheelhouse
will also shut off the power supply if an internal gas leak is detected.

Illustration 5.5b Portable Gas Detectors
OX-226/227 GX-7 NP-237M GX-2001B

For O2 in Air and Inert For O2 and % LEL in Air For HC % VCL and % LEL For HC % LEL, O2, H2S
Use: All Areas. O2 in Tanks Use: All Areas Prior to Entry Use: Gas Freeing. HC in Inert Personal Protection
ALARM VOL% ZERO %LEL

COMB ALARM OXYGEN ALARM FLOW INDICATOR
IN
OXYGEN MONITOR ZERO
RIKEN KEIKI
40 60
20 80
8 12
BATT.
4
0 100 20
40 60
80 20
40 60
80
SPAN GAS INLET TOXIC GAS 20
40 60 16
80
(PUSH)
0 100 0 100 DETECT. 0 20
0 100
% O2 BATT
. %LEL %LEL % LEL
0
2 4 6 8
10
BATT
. % LEL
COMB O2
BATT. SPAN 100
100 BATT CO2 PREP
CHECK.
METER LIGHT CO2
10
OFF 20 OFF MEAS
CHG.
COMB OXYGEN
ZERO ADJ. CAL ADJ.
- + - + ALARM RESET
OUT
MODEL NP-237H
RIKEN KEIKI RIKEN KEIKI GX-7 RIKEN KEIKI
O2 O2 %LEL O2 %VOL %LEL HC % LEL + O2 + H2S


Procedure in the Event of a Gas Detection Alarm Sounding Portable Gas Detectors
a) Notify the Cargo Engineer or Chief Officer (in case of an The vessel is supplied with three types of portable gas detectors:
engine room gas detection alarm, the duty engineer will notify
the bridge or CCR if in port). 1. Detectors which measure the levels of O2 and are used as a personal alarm
instrument. They are usually attached to the officer’s belt during entry to a tank
b) One or more of the above will investigate. or space which has been gas freed prior to entry.
c) Prohibit all normal entry into the space concerned until it has 2. Detectors which measure the level and volume of O2, CO2, CO and CH4
been declared safe. (methane) present in a tank when the tank is being inerted or gassed up.
d) If the alarm requires further local investigation, call the Master 3. Detectors which measure the dew point during the drying process of a tank
and Chief Engineer. or hold.
e) Ban smoking in all areas on the vessel.
f) Arrangements will then be made for local investigation of the

alarm.
g) Persons making the initial investigation must be in radio contact

with the bridge.
WARNING
Under no circumstances are local investigations to be carried out by a
single person. The space is to be considered EXTREMELY DANGEROUS
until proved otherwise.
Subsequent Action
This will include the following:

• Sound the fire alarm
• PA announcement detailing the nature of the incident
• Checking the space concerned using portable instruments from
an external location
• If gas is detected during the external check, then withdraw and
make arrangements for an Enclosed Space Entry
• Entry into the space - FULL ENCLOSED SPACE ENTRY
procedures to be followed. Breathing apparatus will be required
until the space has been confirmed gas free
• Stopping / isolating all electrical equipment in the area
• Isolating the source of the alarm
• Providing additional ventilation in the space concerned
• Providing a safe haven for the vessel’s crew, which may involve
altering course of the vessel
• Further action will depend on the situation


Illustration 5.6a Fire Fighting Equipment - A and B Accommodation Decks
Key
Portable Foam Applicator Type E Fire Hose Reel With Nozzle

F CO2 Discharge Nozzle Fire Damper For Engine Room
With Spare Tank (20L) CO2 and 18m Fire Hose
F Portable Foam O Fire Damper For Other Than F Semi-Portable Foam

Fresh Water Spray Nozzle 45
9 Fire Extinguishers (9kg) W Engine Room Fire Extinguisher (45L)
Portable Fire Extinguishers Fire Hose Reel With Nozzle Fire Hydrant With Hose Fixed Type Dry Powder
CO2
(6.8kg CO2) F and 18m Fire Hose Connection Powder Fire Extinguisher for Galley
Exhaust Duct
First Aid Hose Box with Fire Hydrant With Hose
D.S Draft Stop
F Hose Reel and Valve Connection
Down Down Down

W Up Up
CO2 F
F
F Dairy Hospital Locker Crew's

45
CO2 CO2 CO2 CO2 CO2
Meat Room F
Lounge
Room Crew's 9
Emergency D.S
Generator Room
CO2 F Messroom
9
E E O
O
Vent Vent Vent Vent Public TV. Room
Locker Phone W
Fish Spare O
Crew's Pantry
Room Crew (D) CD
CD O O
& &
PD O
PD Spare
F
Crew (C)
Up D.S
Vegetable
Engine Casing Room Engine Casing D.S
F
9 Dn Up Dn Up
Dn Galley Dn Spare
O D.S F
9 Crew (B) F
Lift O O Gymnasium
Lift W
Dry Provisions
Store Spare
O Locker
D.S
Crew (A)
D.S
F
CO2
Night
9
O Pantry O
Powder Lkr
Incinerator
Room Davit Suez
Dn Workers O Officer's CD
Room Pantry Health Room
CD & Officer's
& PD PD TV. Room
Vent Vent Vent Vent W
Officer's PT
Duty F Messroom
High Expansion Foam Mess 9
and CO2 Room O F Officer's F

F Swimming Swimming
Pool Tank
9
Lounge
Pool
Smoking
Down
Down Up Up
Down
W
A Deck B Deck


Illustration 5.6b Fire Fighting Equipment - C and D Accommodation Decks
Key
D.S Draft Stop
W
Fresh Water Spray Nozzle Portable Fire Extinguishers
CO2
(6.8kg CO2)
Firemans Outfit
O Fire Damper For Other Than
FE Locker
Engine Room Fire Valve With Hose
Connection First Aid Hose Box with
E Fire Damper F Hose Reel and Valve
For Engine Room
Fire Hose Reel With Nozzle Foam Generator
F Portable Foam and 18m Fire Hose (60m3/min)
9 Fire Extinguishers (9kg)
W
W
Down Up
Dn Up
F
Oiler Gas Gas F
Pumpman Pumpman 9 (A) D.S Engineer's Engineer's 9
E E (A) (B) Day Room Bedroom 1st Engineer's

O Day Room
Oiler O
(B)
O
D.S
Fan Room (Supply) Assistant Fan Room (Supply) Electrician
Able 1st Engineer's
Oiler W
Seaman CD Bedroom
CD (A)
(B) &
& D.S
PD PD
E CO2 Able Assistant 1st
Seaman Oiler Assistant
Fan Room (Exhaust)

4th Officer
(A) D.S (B) Engineer
F
Dn Up Dn Up
Seaman
Fan Room 2nd
(B) F
(Exhaust) No.1 9 Assistant

Lift 5th Officer W
Oiler F Lift Engineer
3rd
Drying Bosun Drying O
Assistant
D.S
D.S
Night Room Night

E Room Engineer
Pantry Pantry
CO2
O
Public
Crew's CD Steward Toilet CD
Officer's
Laundry & &
Fan Room (Supply) Laundry Chief Officer's F
Fan Room (Supply) PD D.S Locker PD
D.S Bedroom
FE Cook Locker W
(A)
E E Chief Officer's
Chief Day Room
Seaman Cook F 3rd Officer 2nd Officer
(A) Cook F
(B)
F
9 9
C Deck
Dn Up
Down Up
D-Deck
W W


Illustration 5.6c Fire Fighting Equipment - E and F Accommodation Decks
Key
E F Portable Foam
Fire Damper For Engine Room 9 Fire Extinguishers (9kg)
Fan Room Fresh Water Spray Nozzle Fire Hydrant With Hose
W
W Connection
O Fire Damper For Other Than Fire Hose Reel With Nozzle
O Engine Room and 18m Fire Hose
First Aid Hose Box with

F Hose Reel and Valve Ventilation Fan
W
D.S Draft Stop
W
Dn
Portable Fire Extinguishers
CO2
(6.8kg CO2)
W
Up O
F
E 9
Chief Engineer's Captain's
Bedroom CD Bedroom
E O W
&
PD
O
Captain's W Down Up
Day Room O
Chief Engineer's
Day Room F D.S
Funnel Dn Up F
Cadet (D) 9
CD Pilot
F
&
Chief Lift W PD
Engineer Captain's O
Office Office O
D.S
Cadet (C)
D.S
O
Telephone Dn Up
CO2
E Room
F
W CG Locker D.S
Spare Night
E Officer (B) CD Pantry Spare Lift
& Officer (A)
F Electrical
PD 9 Cadet (B) Equipment
Up F Room
Night
Pantry
W
W CD
F &
W Cadet (A) 9 PD
Dn Down Up
W W
To Catwalk
O
O
F Deck
Fan Room
W
E Deck


Illustration 5.6d Fire Fighting Equipment- G Accommodation Deck, Navigation Bridge and Compass Decks
Key
Repeater Panel Bilge, Fire and GS Pump First Aid Hose Box with Fire Valve With Hose
CO2 Discharge Nozzle R.P.
CO2
M.F.P Start/Stop F Hose Reel and Valve Connection
E Fan Control And Emergency Portable Fire Extinguishers Fire Valve With Hose
Ventilation Fan Fire Pump Start/Stop CO2
Stop Switch For Engine Room F.P (6.8kg CO2) Connection
Fire Hose Reel With Nozzle O Fan Control And Emergency F Portable Foam
Fire Pump Start/Stop D.S Draft Stop
and 18m Fire Hose Stop Switch For Others E.F.P 9 Fire Extinguishers (9kg)
O Fire Damper For Other Than CO2 Master Control Box

C.P. Central Panel Water Spray Pump Start/Stop
Engine Room W.S.P CO2 With Key
W
Up Down Down W
W
Cargo Office
W
O CO2
Down
O Up W Wheelhouse
W
F PD F
E O
F O
O 9
Navigation
Dn Up R.P. Locker Down CO2
M.F.P F.P E.F.P W.S.P

D.S
Administration
W
W
Lift Lift
and
F Engine Office D.S
D.S
Chart Space C.P.
D.S CO2
CG Lkr CO2
O Central W
CD
Control
W
Battery Room
W
Room
F Night W
9 Pantry W
Up Down Down W
W
Compass Deck
G-Deck
Navigation Bridge Deck


Illustration 5.6e Fire Fighting Equipment - Bow Thruster Room and Bosun's Store
Key
CO2 Discharge Nozzle

CO2
Fire Hose Reel With Nozzle

F and 18m Fire Hose
Fire Hydrant With Hose
Connection
F Portable Foam
9 Fire Extinguishers (9kg)
Emergency Fire Pump
Bow Thruster
and Emergency
F Fire Pump Room
Rope Forward Fuel

Space Oil Tank
(P&S)
CO2
CO2
Fore Peak Tank
CO2
F
F
9
9
CO2
CO2
No 1 W.B.
Tank (C)
Bow Thruster Room
Bosun's Store


Illustration 5.6f Fire Fighting Equipment - Engine Room Floor and 4th Deck
Key
Fire Hydrant With Hose Local Fire Fighting System E
Fire Damper For Engine Room
Connection L/F Control Panel
Fire Hose Reel With Nozzle High Expansion System Ventilation Fan
F and 18m Fire Hose F Foam Control Panel
Heavy Fuel Oil F Portable Foam Foam Generator (60m3/min)

Overflow Tank 9 Fire Extinguishers (9kg)
Nozzle For Local
Fire Fighting System
Cofferdam Bilge, Fire and

GS Pumps
Space for Piping
F
9
F
Vent
UP
Boiler
DN
Drain Tank
UP
F
9
F
F 9
9 UP
DN
UP
DN UP
DN UP
A
F UP Main LO
9 Sump Tank
F
DN UP
9
UP
UP
DN F
UP
Lift 9
Lift Space
Space Scoop Inlet
F
UP
9 Ahead Stop Valve/
Astern Manoeuvring
Valve F
9
UP UP
Vent
Vent F
9
F
F
F 9
L/F
DN
Purifier Room
4th Deck Floor


Illustration 5.6g Fire Fighting Equipment - Engine Room 3rd Deck and Steering Gear Room
Low Sulphur Key

Main Lubricating Tank (P)
Oil Tank
Spare Blower Units Connection
Diesel Oil
Blower Storage
Tank (P)
UP Connection
L/F
Boiler Water F
UP Fire Hose Reel With Nozzle
9
F.W. Analyser F and 18m Fire Hose
Distilled
Water Tank
(P&S) High Expansiom Foam
Tank F System Control Panel
(P&S)
F
9 Inert Gas Generator Cooling Unit Inert Gas Generator Air Dryer F
Portable Foam Applicator Type
With Spare Tank (20L)
Vent Vent Vent F
UP UP
9 F
F Portable Foam
UP
UP 9 Fire Extinguishers (9kg)
F
45
F
9 Port Turbine Generator F Semi-Portable Foam
Port
45 Fire Extinguisher (45L)
Boiler
Ventilation Fan
Lift Starboard
Space Turbine Lift
A.P. F Generator Elevator Mach. Foam Generator (60m3/min)
9
Room
F
F F 9
CO2
Foam Generator (30m3/min)

F
Starboard
9
Boiler
Lift
Space L/F
F DN Foam Generator (15m3/min)
Rope Space UP
UP UP
Diesel Generator Local Fire Fighting System
F
Vent Vent Vent

F
F 9 L/F Control Panel
E
Nozzle For Local Fire Fighting
System
F
9
F
9
Workshop Diesel Oil
Electrical Storage
F Space
and Store 9
Low Sulphur
Tank (S)
Steering Gear Room 3rd Deck


Illustration 5.6h Fire Fighting Equipment - Engine Room 2nd Deck
Key
Inert Gas Generator

Diesel Oil F
Portable Foam Applicator Type
Service Tank With Spare Tank (20L)
E
F
Semi-Portable Foam
135 Fire Extinguisher (135L)
E
Portable Fire Extinguishers
CO2
F
(6.8kg CO2)
9 F
9 CO2
CO2 F Portable Foam

Toilet 9 Fire Extinguishers (9kg)
E
F
Ventilation Fan
CO2
Vent Vent DN
CO2 CO2
CO2
Engine Connection
Control
F F
DN Room Fire Hose Reel With Nozzle
9 9
DN F and 18m Fire Hose
F
9 R.P.
E Nozzle For Local Fire Fighting

L/F
CO2 CO2
CO2
System
Boiler F
Vent Lift E
Hood
135
Space F Fire Damper For Engine Room
9 Elevator
Room UP CO2
F
9
F CO2
Lift 9 Foam Generator (18m3/min)
DN
Space CO2
UP CO2 CO2
F DN
9
F CO2 Discharge Nozzle
CO2
Vent Vent
Local Fire Fighting System
L/F Control Panel
F
CO2
CO2
R.P. Repeater Panel
Store
GT LO
Settling
Tank
GT LO
F
Storage
9
Tank
GE LO
Settling Generator
GE LO
Tank Tank


Illustration 5.6i Fire Fighting Equipment - Main Deck
Key
Fire Hose Reel with Nozzle Bilge, Fire and General
P Dry Powder Monitor Ventilation Fan (Jet/Spray Combined Type) Service Pump
F and 18m Fire Hose
Fire Hose Reel With O Fire Damper for Other Dry Powder Hose Fire Pump
Nozzle and 18m Fire Than Engine Room with Hand Gun
P
Hose
P Dry Powder Monitor E Fire Damper for Stop Valve for Fire Main Emergency Fire Pump
Release Station Engine Room
Dry Powder Stop Valve for Water
P CO2 Discharge Nozzle Fire Main
Installation Spray Main
CO2
Fire Valve with Hose F Portable Foam

Water Spray Nozzle 9
Coupling W
Fire Extinguishers (9L)
Cargo
X25 Machinery Room X6
CO2 W
P P P P P
W W W W P W W W W W W W W W W
Bow Thruster and
X10 Fire Pump Room
CO2
Cargo
Machinery Room
P P P P P P
F F
P
F F F
F F
F
F F
P O
W W P
P
P
P
W W W W W W W P
P P
P F
No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank P

No.1 Cargo Tank
Dome Dome Dome Dome

E
E W
W W W W W W W W
P O
W W W W P P
F
W W W W W W W W
W W W W W
P
P
P P
F
9 P
O P P P F
O P
F P W W W W W W P
W 9
F P O
P W P
W W P
X7 X2 X12 X7
W W CO2 W
Cargo Machinery Room


Illustration 5.6j Fire Fighting Equipment - Upper Deck
W
Key
Dn
O
O Ventilation Fan Fan Control And Emergency
CO2 No.2 Cargo Stop Switch For Others
SWBD Room CO2
Paint (Low)
General Deck
W F Portable Foam
Store Store Store 9 Fire Extinguishers (9kg) Spare Charge for all
O Fire Extinguishers
O F
9
CO2 CO2 Discharge Nozzle
Vent Vent CO2
Air Condition Room Valve Box For
Quick-Closing Operation
Fire Hose Reel With Nozzle
Port Boiler F and 18m Fire Hose
Economiser CO2
Bilge, Fire and GS Pump
Fire Hydrant With Hose Start/Stop
O Connection
M.F.P
D.S
Port Boiler O No.2 Cargo Portable Fire Extinguishers Fire Pump Start/Stop
CO2
Forced Draught Fan SWBD Room (6.8kg CO2) F.P
F (High)
O O
O CO2 CO2 High Expansiom Foam
O F System Control Panel Fire Pump Start/Stop
F E.F.P
9
Engine Room Up Dn Up CO2 Master Control Box

Standby Forced Water Spray Pump Start/Stop
Draught Fan Hatch O CO2 With Key
W.S.P
Boiler Vent
Hood Room
Local Fire Fighting System
Fresh Water Spray Nozzle
Dn
Lift W L/F Control Panel
E Foam Generator (60m3/min) Fire Hydrant With Hose
D.S
P.T
Connection
O F O
F
Changing Room
C.G.L Connection
135
Starboard Boiler Incinerator No.1 Cargo O Fire Damper For Other Than
Forced Draught Fan Changing Room SWBD Room Engine Room Fire Hose Reel With Nozzle
F (High) and 18m Fire Hose
F
L/F
9
C.D
9
& First Aid Hose Box with
CO2 CO2
P.D Hose Reel and Valve Repeater Panel
Drying Room F R.P.
CO2
Starboard Boiler F
Economiser Up Locker.
Foam 9
Vent Vent BL System F

Semi-Portable Foam Dry Powder Monitor
Bell O P Release Station
W
F 135 Fire Extinguisher (135L)
Incinerator Room
CO2
D.S Draft Stop
Ships No.1 Cargo E Fan Control And Emergency
O
High Expansion Foam/CO2 Room CO2 Laundry Fire Stop Switch For Engine Room Nozzle For Local Fire Fighting
Control SWBD Room
System
Station (Low)
CO2 Master Control For
F CO2
CO2 Discharge
E O W
P CO2
F
M.F.P F.P E.F.P W.S.P
FE R.P.


Illustration 5.7a Lifesaving Equipment - Main Deck
Key
6 Liferaft Lifebuoy with

LJB Life Jacket Box
(6 Person) Life Line
Lifebuoy with Self

Life Jacket 20 Liferaft
Igniting Light
(20 Person)
Immersion Suit
Lifeboat
SAFETY Storage Tube, Metal Plate or

Dwg for Safety Plan Life Rescue Boat
PLAN
Embarkation
Ladder B Instruction Plate
J Instruction Plate R Instruction Plate
LJB
6
LJB
20 B SAFETY
R
J
PLAN
SAFETY
B
R
20 J PLAN
LJB


Illustration 5.7b Lifesaving Equipment - A and B Accommodation Decks
Key
Non Conductive Boots, Self-Contained Type

B.G.H Compressed Air Fire Axe
Gloves and Rigid Helmet
Breathing Apparatus
Safety Lamp For Three Hours Fireproof Clothing
Fireman's
FE Outfit
(Portable, Electric Type)
T SOLAS Training
Emergency Exit Manual
Medical First Aid
Equipment A
'A' Class Fire Door
B
Life Jacket 'B' Class Fire Door
Down Down Down

Up Up
Hospital
T
Emergency Dairy Locker Crew's
Generator Room Meat Room Lounge
Room Crew's
Messroom A
B
T
B B
B
A B B
Vent Vent Vent Vent Public T.V. Room
Locker B Spare Phone
Fish
Crew (D) B
Room A
CD Crew's CD
& Pantry & A
A
PD Spare PD
Crew (C) B
Up Vegetable
Engine Casing Room Engine Casing
Dn Up Spare Dn Up
Dn A Dn Crew (B) B A A
Galley
Lift Gymnasium
B Lift B
Dry Provisions
A Spare
Store A A Locker Night
A
Crew (A) B
B Pantry
A B A
A Lkr B
Incinerator
Room Davit Suez A Officer's A A
Dn Workers A Pantry A
Room A CD
CD A Health Room & Officer's
& PD PD T.V. Room
Vent Vent B Vent Vent B
Officer's
Duty B Messroom B T
High Expansion Foam B B
Mess
and CO2 Room
Swimming
B.G.H FE Swimming
B Officer's
Pool Tank T Lounge
Pool
Smoking
Down Up Up
Down Down
A Deck B Deck


Illustration 5.7c Lifesaving Equipment - C and D Accommodation Decks
Key
Non Conductive Boots,
Fire Axe B.G.H
Fireproof Clothing Fireman's

FE Outfit
Self-Contained Type
Compressed Air
Life Jacket
Breathing Apparatus
Safety Lamp For Three Hours
B
(Portable, Electric Type) 'B' Class Fire Door
Emergency Exit
A
'A' Class Fire Door
M Muster List
Method of Donning Emergency Escape

J Breathing Device
Life Jacket
Down Up
Dn Up
B Cargo Cargo
Engineer's Engineer's
Pumpman Oiler (A)
Pumpman Day Room Bedroom 2nd Engineer's
(B)
(A) B B Day Room
B B
B Oiler (B)
A
Able B 2nd Engineer's
Assistant Electrician
Fan Room (Supply) Fan Room (Supply) B Bedroom
Seaman B Oiler
(B) (A) CD
CD B &
& A
A PD
PD
Able J
Assistant
Seaman B B Oiler 3rd Engineer
Fan Room (Exhaust)

4th Officer
(A) M (B)
B B B
Dn Up Dn Up
Fan Room A A A A B
(Exhaust) Seaman B
Lift 5th Officer 4th Engineer
(B) B No.1 Oiler Lift
B B
B
B A A
Drying Drying B
Night Room Night 5th Engineer
Room
A Pantry Bosun A Pantry
B
A B A A
A Public
Crew's CD CD
A Officer's Toilet
Laundry & &
Fan Room (Supply) Laundry Chief Officer's
Fan Room (Supply) PD Locker PD A B
B B Steward B B Bedroom
B B B
Locker
Cook
B B
Chief (A) B B Chief Officer's
B.G.H FE Seaman
Cook
3rd Officer
Day Room
2nd Officer
(A) B
Cook (B)
Dn Up
Down Up
C Deck D-Deck


Illustration 5.7d Lifesaving Equipment - E and F Accommodation Decks
Key
Life Jacket
Emergency Exit
A
'A' Class Fire Door
B
Dn 'B' Class Fire Door
J Method of Donning
Fan Room Life Jacket
M Muster List
Up
B
Chief Engineer's
Bedroom CD Captain's
Bedroom
&
PD A Down Up
Captain's B
Day Room Pilot
Chief Engineer's
Day Room Cadet (D) B
Funnel Dn Up B CD
& A
A A
PD
Chief Captain's
Engineer Lift Office
Office B
Cadet (C)
A
B
Dn Up
B J M B
A Electrical
Telephone CG Locker
B A Equipment
Lift
Night Spare
B Room
Spare Cadet (B)
Officer (B) CD Pantry Officer (A)
& A
A B B A
PD B
Night
Pantry
Up
A
CD
Cadet (A) B &
PD
Fan Room
Down Up
To Catwalk
Dn
E Deck F Deck


Illustration 5.7e Lifesaving Equipment - G Accommodation Deck and Navigation Bridge Deck
Key
Satellite E.P.I.R.B
Portable VHF / Two

Way Transceiver
Radar
Transponder
Lifebuoy with Self
Igniting Light &
Smoke Signal
Fire Axe
Fireproof Clothing
Self-Contained Type
Compressed Air
Down Up Breathing Apparatus
Down
Cargo Office
A Safety Lamp For Three Hours
(Portable, Electric Type)
T Non Conductive Boots,
Up T M J B B.G.H
A PD
Fireman's
FE Outfit
Navigation Wheelhouse
T
Locker Safety
B
Down Dn Up SE Equipment
B B A A
Lift Rocket Parachute Flares

Lift Administration
and Central
SE Chart Space
Engine Office A
A
Control
Hand Flares
Room
B
CG Lkr
B A Line-Throwing Appliance
CD
B
Battery Night Life Jacket
Room Pantry FE
Down Up Down A
'A' Class Fire Door
B.G.H
B
'B' Class Fire Door
Emergency Exit
Navigation Bridge Deck G-Deck
T SOLAS Training Manual
J Method of Donning
Life Jacket
M Muster List
Emergency Escape
Breathing Device


Illustration 5.7f Lifesaving Equipment - Engine Room 2nd Deck
Inert Gas Generator Key

Diesel Oil
Service Tank
L.J.B Life Jacket Box
Life Jacket

Aft Emergency Exit
Mooring A
Deck A
'A' Class Fire Door
A A
L.J.B
Toilet
A Emergency Escape
Breathing Device
Vent Vent DN Method of Donning

M J J
Life Jacket
Engine Control M Muster List

DN Room
DN
Boiler
Vent Lift
Hood Space A
Elevator
Room UP
A
A A
A
Lift
DN
Space
UP
DN
Vent Vent
A
Store
GT LO
Settling
Tank
GT LO
Storage
Tank
GE LO
Settling Generator
GE LO
Tank Tank


Illustration 5.7g Lifesaving Equipment - Engine Room 3rd Deck and Steering Gear Room
Low Sulphur Key

Main Lubricating Tank (P)
Oil Tank
Emergency Exit
Spare Blower Units Diesel Oil
Blower A
Storage 'A' Class Fire Door
Tank (P)
UP
A A A
Boiler Water UP Emergency Escape
F.W. Analyser Breathing Device
Distilled
Water Tank
Tank (P&S)
(P&S)
Inert Gas Generator Cooling Unit Inert Gas Generator Air Dryer
Vent Vent Vent UP UP
UP
UP
Port Turbine Generator

Port
Boiler
Lift Starboard Turbine Generator

A Space
A Lift
A.P. Elevator Mach.
Room
A A
A A
Starboard
Boiler Diesel Generator
Lift
Space
DN
Rope Space UP
UP UP
Vent Vent Vent
Workshop
A Diesel Oil
Storage
Steering Gear Room Electrical Lift Tank (S)
Space
Workshop
and Store
Low Sulphur
Tank (S)
3rd Deck


Illustration 5.7h Lifesaving Equipment - Engine Room Floor and 4th Deck
Key
A
'A' Class Fire Door
Emergency Exit
Heavy Fuel Oil Cofferdam
Overflow Tank
Emergency Escape
Breathing Device
Cofferdam
Space for Piping
Vent
UP
Boiler
DN
Drain Tank
UP
UP
DN
UP
DN UP
DN UP
A
A
UP Main LO
A Sump Tank
DN UP
UP
UP
DN UP
Lift
Lift Space
Space Scoop Inlet
UP
UP UP
Vent
Vent
A
A
DN
Purifier Room
4th Deck Floor


Illustration 5.7i Lifesaving Equipment - Upper Deck
Key
Dn
Emergency Exit
No.2 Cargo
SWBD Room
Fire Axe
Paint (Low)
General Deck
Store Store Store
Fireproof Clothing
Vent Vent
Air Condition Room A Air Compressor with
Charging Manifold
Port Boiler
Self-Contained Type
Economiser
Compressed Air
Breathing Apparatus
A
No.2 Cargo
Safety Lamp For Three Hours
Port Boiler
Forced Draught Fan SWBD Room (Portable, Electric Type)
(High)
Non Conductive Boots,
B.G.H
Protective
Standby Forced
Draught Fan
Engine Room
Hatch
Up Dn Up
J PE Equipment
Boiler Vent A
A
Hood Room
M Safety
Dn
Lift SE Equipment
A A A
P.T 'A' Class Fire Door
B A
Change Rm B
C.G.L 'B' Class Fire Door
A No.1 Cargo
Starboard Boiler Incinerator
Forced Draught Fan Change Rm A SWBD Room
(High) Emergency Escape
C.D Breathing Device
&
A P.D
Dry Rm Locker. J Method of Donning
Starboard Boiler
Up
Life Jacket
Economiser
Vent Vent
B A M Muster List
Incinerator Room A
Ships
Laundry Fire
Control No.1 Cargo
Station SWBD Room
(Low)
X16 PE X3 SE B.G.H X2


5.8 EMERGENCY ESCAPE FROM ENGINE ROOM Illustration 5.8a Emergency Escape from Engine Room
Introduction UPPER DECK
An emergency trunking is fitted at the aft end of the engine room to allow
personnel to escape in the event of a life threatening situation. The emergency
trunking leads to the steering gear room, from where a stairway leads to the
aft mooring deck.
AFT MOORING DECK
2nd Deck
The routes to escape from the various deck levels are as follows:
2nd Deck Level (Two Routes)
1. Proceed aft to the port side door, which opens on to the aft
mooring deck. This door is normally open when the engine
room is manned and is always closed during UMS conditions. STEERING GEAR ROOM ENGINE ROOM
2. Proceed forward to the stairway leading to the accommodation

upper deck.
3rd Deck
See illustration 5.7f Lifesaving Equipment - Engine Room 2nd Deck for a plan
view of the escape routes.
There are Emergency Escape Breathing Devices (EEBD) situated on all levels Aft Peak Tank
of the engine room, which can be used to protect personnel during the escape
from the engine room. Emergency Trunking
3rd Deck Level, 4th Deck Level and Engine Room Floor Level
• Proceed aft to the ‘A’ class fire door leading into the emergency
trunking and climb the vertical ladder to the steering gear room
level. Enter the steering gear room and proceed up the stairway 4th Deck
to the aft mooring deck. Key
Stern Tube Emergency Exit

Cooling
Feed Water
Tank
Emergency Escape
Breathing Device
Floor
'A' Class Fire Door


Illustration 5.9a High Expansion Foam Fire Extinguishing System
CO2 / FOAM ROOM

WHEELHOUSE
Main Control Foam

Remote Alarm Cabinet Pump
Panel Local Fire Hot Starter From
Fighting System Foam Cabinet Domestic Fresh Water
System PI
System (2.8.3a)
N.O. A
To Engine C Foam Liquid Tank
PS PI
S (6000L)
Room Alarm
FIRE CONTROL STATION Foam Liquid Pump B

(280litres/min x 100m)
Main Control
Remote Control Cabinet - For
Cabinet - For Local Fire
Total Fire N.O. PS PI
Fighting
Fighting System System (Nozzles)
(Generators)
To Local Panels
N.C.
D Deck
Proportioner
60 60
N.C.
B Deck M N.C.
Key
S S S S S S S S S S
Foam N.C. BF105
A Deck J I H G F E D C B A
Sea Water Incinerator
Incinerator Incinerator Inert Gas Diesel Generator Purifier Purifiers Diesel Boiler Vent Engine
Room Main Boilers
Top Room Generator Room Engine Top Room Top Generator Room Hood Room Room
Local To LSC
Electrical Signal Panel Alarms
To Fire Main System
J I H E D A B C G F
Upper Deck
LSC Light Signal Column 60 18
60
60m3/min Foam Boiler
Generator Hood
60 60 60 18
Nozzle
60 18 No.1 HV No.1 No.2 HV No.2 No.1 LV No.2 LV
LSC Engine Switch Main Switch Main Switch Switch Nitrogen
BF09
No.1 No.2 Control Board Trfmr Board Trfmr Board Board Generator
Main Boiler Main Boiler Room Room Room Room Room Room Room Room 2nd Deck
Local To
Panel Alarms
From
Main Control 60 60 60 60 18 18 18 18 60 60 18 60
Cabinet
60 60 60 60 60 60 LSC Inert
Boiler Gas Generator
Engine Room LSC Engine Room Oil Chemical Mechanical Emergency Fire Pump
Diesel Generator Water Test Room
(Starboard) (Port) Store Store Workshop In Bow Thruster Room
Room Room 3rd Deck
(650/72m3/h Power
LSC x 90/115mth) Supply
To Local To
Steering Gear Fire Panel Local To
Smoke Detectors Alarms Purifier Room
Room Alarm Panel Alarms
Flame Detectors Main And Emergency
Panel and Alarm Pushbuttons 60 60 60
Power Supply
4th Deck 440V & 220V
BF07
Local To BF08
Panel Alarms
Lower Floor Sea Chest


5.9 HIGH EXPANSION FOAM FIRE EXTINGUISHING • Inert gas generator room When the fire has been extinguished, the system is manually shutdown by
SYSTEM pressing the OFF pushbutton.
• Port and starboard boiler burners
Maker: Unitor Ships Service AS WARNING

(Note: A fire in the inert gas generator room, which has a combination of After the fire has been extinguished and the protected space has cooled
Tank capacity: 6,000 litres
foam generators and nozzles, can only be extinguished from the fire down, the protected space must be thoroughly ventilated before any
Foam liquid pump: DPVF 10-70 - 9.79m3/h at 100kg/cm2 control station.) personnel enter.
Introduction Emergency Operation

Procedure for Operating the Foam System from the CO2 and
Foam Room The system can be operated in the OP. mode as follows:
The foam system provides fire extinguishing capability by excluding oxygen
from the seat of the fire and by the cooling effect caused by the evaporation
The system must only be operated in the event of a fire in the protected spaces a) Ensure that all personnel have been evacuated from the
of the foam bubbles. Foam is made by mixing a foam making chemical with
and a decision must be made by the Chief Engineer to make use of the hot protected space.
sea water in controlled quantities in the proportioning eductor and the resultant
mixture is piped to the foam generators or nozzles located in those protected foam system.
b) Open the sea water supply valve BF105 and the foam line valve
areas . The sea water is supplied from the emergency fire pump located in the
The system may be operated from the a control panel or locally if required immediately down stream of the proportioner.
bow thruster room.
and is not controlled by the DCS. The hot foam system DCS graphic screen
T30-418-01 FOAM SYSTEM provides supervisory information but no control c) Open the door of the main control cabinet and turn the alarm On
The foam liquid tank and foam liquid pump are located in the hot foam and
facility. switch to activate the alarm.
CO2 room which is situated in the starboard side of the engine room casing
on the upper deck. The foam room also contains the starter for the foam liquid
d) Turn the ON switch to start the emergency fire pump.
pump, a local starter for the emergency fire pump and a system control panel. Remote Operation from the Foam and CO2 Room to Provide
A sub panel and local starter for the emergency fire pump are also located in
the fire control station.
Flooding for the Diesel Generator Room (As an Example) e) Turn the switch to stop the ventilation fans and close all
openings to the protected space.
a) Ensure that all personnel have been evacuated from the
Foam is injecting with air into the mixture at the foam generators by air being
protected space. f) Turn the ON switch to open the motorised water valve.
drawn in as the foam mixture expands. The expansion rate of the foam when
air is injected is 620:1.
b) Open the sea water supply valve BF105 and the foam line valve g) Turn the ON switch to open foam tank outlet valve.
immediately down stream of the proportioner.
Total flooding, via foam generators, is provided using a main control cabinet in
h) Turn the ON switch to start the foam liquid pump.
the foam and CO2 room and a remote control cabinet in the fire control station.
c) Open the door of the main control cabinet and press the alarm
The system may be operated manually from either location. High expansion
pushbutton for the diesel generator room. i) Turn the ON switch to open the discharge valve to the diesel
foam is used to fight fires in the following protected spaces, each protected
generator room.
space having its own supply pipes, foam generators or nozzles.
d) Press the pushbutton marked DIESEL GENERATOR ROOM.
• Engine room The system is now operating and discharging foam into the protected area.
• Diesel generator room The following will occur When the fire has been extinguished, stop the pumps and close all the valves.
• Purifier room • The foam discharge alarm will sound in the engine room
WARNING
• Incinerator room • The ventilation fans will stop After the fire has been extinguished and the protected space has cooled
• The emergency fire pump will start down, the protected space must be thoroughly ventilated before any
• Boiler hood room
personnel enter.
• Inert gas generator room • The motorised sea water valve will open
• The foam outlet valve will open (Note: The TEST mode key and switches are used to test the system without
releasing any foam)
Local flooding is provided, via foam nozzles, for the following areas using the • The foam liquid pump will start
main control cabinet in the fire control station and local operating panels:
• The discharge valve to the diesel generator room will open
• Diesel generator room
• Purifier room A time delay will postpone production of the high expansion foam for 120
• Incinerator room seconds and only spray sea water into the diesel generator room.


Illustration 5.9a High Expansion Foam Fire Extinguishing System
CO2 / FOAM ROOM

WHEELHOUSE
Main Control Foam

Remote Alarm Cabinet Pump
Panel Local Fire Hot Starter From
Fighting System Foam Cabinet Domestic Fresh Water
System PI
System (2.8.3a)
N.O. A
To Engine C Foam Liquid Tank
PS PI
S (6000L)
Room Alarm
FIRE CONTROL STATION Foam Liquid Pump B

(280litres/min x 100m)
Main Control
Remote Control Cabinet - For
Cabinet - For Local Fire
Total Fire N.O. PS PI
Fighting
Fighting System System (Nozzles)
(Generators)
To Local Panels
N.C.
D Deck
Proportioner
60 60
N.C.
B Deck M N.C.
Key
S S S S S S S S S S
Foam N.C. BF105
A Deck J I H G F E D C B A
Sea Water Incinerator
Incinerator Incinerator Inert Gas Diesel Generator Purifier Purifiers Diesel Boiler Vent Engine
Room Main Boilers
Top Room Generator Room Engine Top Room Top Generator Room Hood Room Room
Local To LSC
Electrical Signal Panel Alarms
To Fire Main System
J I H E D A B C G F
Upper Deck
LSC Light Signal Column 60 18
60
60m3/min Foam Boiler
Generator Hood
60 60 60 18
Nozzle
60 18 No.1 HV No.1 No.2 HV No.2 No.1 LV No.2 LV
LSC Engine Switch Main Switch Main Switch Switch Nitrogen
BF09
No.1 No.2 Control Board Trfmr Board Trfmr Board Board Generator
Main Boiler Main Boiler Room Room Room Room Room Room Room Room 2nd Deck
Local To
Panel Alarms
From
Main Control 60 60 60 60 18 18 18 18 60 60 18 60
Cabinet
60 60 60 60 60 60 LSC Inert
Boiler Gas Generator
Engine Room LSC Engine Room Oil Chemical Mechanical Emergency Fire Pump
Diesel Generator Water Test Room
(Starboard) (Port) Store Store Workshop In Bow Thruster Room
Room Room 3rd Deck
(650/72m3/h Power
LSC x 90/115mth) Supply
To Local To
Steering Gear Fire Panel Local To
Smoke Detectors Alarms Purifier Room
Room Alarm Panel Alarms
Flame Detectors Main And Emergency
Panel and Alarm Pushbuttons 60 60 60
Power Supply
4th Deck 440V & 220V
BF07
Local To BF08
Panel Alarms
Lower Floor Sea Chest


Remote Operation of the Foam System from the Fire Control b) Go to the foam and CO2 room and open the sea water supply c) Open the door to the local operating panel, which activate an
Station to Provide Flooding for the Diesel Generator Room valve BF105 and the foam line valve immediately downstream alarm, start the emergency fire pump and stop the ventilation
of the proportioner. fans.
protected space. c) Open the door of the main control cabinet in the fire control d) Press the pushbutton marked ON.
station and press the ZONE 3 pushbutton to activate the
b) Go to the foam and CO2 room and open the sea water supply system. The system is now operating and discharging foam into the protected area.
valve BF105 and the foam line valve immediately downstream When the fire has been extinguished, press the STOP pushbutton and close all
of the proportioner. A time delay will postpone production of the high expansion foam for 120 the valves.
seconds and only spray sea water into the diesel generator room.
c) Open the door to the remote control panel in the fire control Total Flooding of the Engine Room Spaces
station. When the fire has been extinguished, the system is manually shutdown by
pressing the system STOP pushbutton.
Total flooding is carried out by activating both the CO2 system and the foam
d) Press the pushbutton marked DIESEL GENERATOR ROOM. system. The CO2 system protects the main switchboards and the engine control
Emergency Operation room and the foam protects the remainder of the spaces.
The following will occur
d) Turn the ON switch to activate the alarm.
• The foam discharge alarm will sound in the engine room The operation of the CO2 system is described in section 5.2.
• The ventilation fans will stop e) Turn the switch to stop the ventilation fans and close all
openings to the protected space. WARNING
• The emergency fire pump will start After the fire has been extinguished and the space has cooled down the
• The motorised sea water valve will open f) Turn the ON switch to open the zone 3 discharge valve. engine room must be thoroughly ventilated before any personnel enter.
A time delay will postpone production of the high expansion foam for 120 The system is now operating and discharging foam into the diesel generator Procedure for Cleaning the System After Use
seconds and only spray sea water into the diesel generator room. room. When the fire has been extinguished, stop the pumps and close all the
valves.
When the fire has been extinguished, the system is manually shutdown by
a) Close valves A and B to prevent water entering the foam
WARNING tank.
pressing the OFF pushbutton.
After the fire has been extinguished and the protected space has cooled
down, the protected space must be thoroughly ventilated before any b) Open valve C from the domestic fresh water system.
Operation of the Foam System from the Main Control Cabinet
personnel enter.
in the Fire Control Station c) Supply fresh water for flushing and run the foam liquid pump
for a short time to flush the foam lines.
The system is divided into local fire fighting zones as follows: Procedure for Operation using the Local Operating Panels
• Zone 1 - main boilers There are local operating panels outside the following spaces: d) Stop the foam liquid pump.
• Zone 2 - inert gas generator top • Diesel generator room
e) Continue to run fresh water until it is determined that all foam
• Zone 3 - diesel generator top • Purifier room
has been flushed from the pipelines.
• Zone 4 - lubricating oil purifiers top • Incinerator room
• Zone 5 - incinerator top • Inert gas generator room f) Close valve C.

g) Open valve A and revert all valves to their standby positions.
To Provide Local Fire Fighting to the Diesel Engine Top protected space.
The system can be operated in the OP. mode as follows: h) Refill the foam tank as soon as possible.
b) Go to the foam and CO2 room and open the sea water supply
valve BF105 and the foam line valve immediately downstream
a) Ensure that all personnel have been evacuated from the (Note: The emergency fire pump must be tested by ship’s staff regularly in
of the proportioner.
protected space. order to avoid any problems on operation.)


5.10 FIRST AID FRESH WATER SYSTEM Operation
In the event of a fire proceed as follows:

Introduction
a) Raise the alarm and proceed to the nearest hose and reel set.
The first aid fresh water system consists of hose reel and nozzle sets connected
to the domestic fresh water and situated within the accommodation. This
b) Open the fresh water valve and run out the hose reel towards
allows fresh water to be quickly made available to extinguish any fires before
the fire
they can develop.
c) Open the nozzle valve and direct the fresh water spray towards
The hose reel and nozzle sets are located at the following locations:
the base of the fire.
• A deck alleyway port side - forward bulkhead, inboard of
crew’s mess entrance
• A deck alleyway starboard side - forward bulkhead, inboard
of officer’s mess entrance
• B deck alleyway port side - forward bulkhead, inboard of crew
television room entrance
• B deck alleyway starboard side - aft bulkhead, opposite the
officer’s lounge entrance
• C deck alleyway midship - aft bulkhead, starboard of seaman
B cabin entrance
• C deck alleyway starboard side - aft bulkhead, opposite the
cook A cabin entrance
• D deck alleyway port side - forward bulkhead, inboard of chief
officer’s cabin entrance
• D deck alleyway midship - forward bulkhead, between the
entrances to the 3rd and 4th engineer cabins
• E deck alleyway port side - forward bulkhead, outboard of the
Captain's dayroom entrance
• E deck alleyway starboard side -aft bulkhead, outboard of the
First Aid Fresh Water Hose Box in Accommodation - F Deck Starboard
Chief Engineer's dayroom entrance
• F deck alleyway starboard side - aft bulkhead, between the
entrances to the cadet A and cadet B cabins
• F deck alleyway port side - aft bulkhead, between the entrances
to the cadet C and cadet D cabins
• G deck alleyway port side - aft bulkhead, inboard of the entrance
to the cargo office
• G deck alleyway starboard side - aft bulkhead, inboard of the
entrance to the public toilet
• Navigating bridge deck - wheelhouse port side inboard
bulkhead


5.11 PERSONNEL PROTECTION EQUIPMENT Hospital - B Deck, Port Side Emergency Escape Breathing Device (EEBD) - 9 in Total
The vessel is fitted with equipment which protects personnel during fire Equipment No. of sets Equipment comprises of a respiratory mask and small air cylinder which
fighting operations. The equipment available and their locations are displayed supplies 10 minutes of air to allow escape to fresh air.
First aid 1
on the ship's safety plan and should be familiar to all the ship's personnel.
There are EEBDs located in the following locations:
Locker - C Deck, Port Side, Access from Pumpman’s Cabin • Bridge - starboard side cupboard
The information regarding locations of equipment available is listed below:
Equipment No. of sets
• G deck - cargo control room, at starboard aft bulkhead
Self-contained breathing apparatus 1
Fire Control Station - Upper Deck, Starboard Side Lifeline with hook 1 • D deck - starboard alleyway area
Equipment No. of sets Safety lamp 1 • Upper deck - fire control station
Self-contained breathing apparatus 2 Fireman’s axe 1
Helmet 1 • Engine room 2nd deck - engine control room (2 sets)
Spare cylinders 3
Lifeline with hook 2 Boots and gloves 1 • Engine room 3rd deck - workshop, at inboard bulkhead
Safety lamp 2 Fireman’s suit 1
• Engine room 3rd deck - aft of port turbine generator
Fireman’s axe 2 Spare cylinders 2
Helmet 2 • Engine room 4th deck - starboard side, aft of auxiliary
Boots and gloves 2 circulating pump
Locker - G Deck, Starboard Side of Central Control Office
Fireman’s suit 2
Air compressor for breathing apparatus 1 Equipment No. of sets
Oxygen resuscitation equipment and antidotes 1 Self-contained breathing apparatus 1
Stretcher 1 Lifeline with hook 1
Protective equipment comprising: 16 Safety lamp 1
protective cloth Fireman’s axe 1
long apron Helmet 1
gloves, footwear and goggles Boots and gloves 1
Safety equipment comprising: 3 Fireman’s suit 1
boots Spare cylinders 3
gloves
eye protection
Navigating Bridge Deck - Wheelhouse, Starboard Aft
Spare cylinders 3
Equipment No. of sets
(Note: The breathing apparatus air compressor must be inspected at least Safety equipment comprising: 1
once a month by a responsible officer and the inspection recorded in boots
the ship’s log. The compressor must also be inspected and tested by an gloves
expert at least once a year.) eye protection
Escape equipment comprising: 1
respiratory mask
Locker - B Deck, Port Side, Forward of Hospital goggles
Equipment No. of sets eye protection
Self-contained breathing apparatus 1 Additional breathing apparatus sets 1
Lifeline with hook 1 Spare cylinders 3
Safety lamp 1
Fireman’s axe 1
Helmet 1
Boots and gloves 1
Fireman’s suit 1
Spare cylinders 2


Illustration 5.12a Water Spray System
Satcom
WS18 WS16 WS13 WS11 WS04 WS02

WS17 WS12 WS03
WS14 WS05
WS10 WS01
WS15
WS06 WS07
WS19 Fuel Gas

WS30 WS29
WS26 Master Valve
Cargo
WS31 Manifold WS21
WS21 WS28 (P & S)
WS23 WS20 CG875
Engine Room
From Water
Spray Pumps
BA53V
Key To Fire Main

B54V
To Ballast
Stripping Eductors)
Sea Water
Lifeboat B55V
WS27 BA52V BA51V
WS09
PI PI
WS20
WS23 WS07 Water Spray To Main
Pumps Condenser
WS21 (750m3 x 110mth ) Back Flushing
Paint General Deck
From No.4 Cargo Tank No.3 Cargo Tank No.2 Cargo Tank No.1 Cargo Tank
Store Store Store Engine Room PI PI
BA49V
Engine Casing Accommodation BA50V To Fire, Bilge and
GS Pumps (Machinery 2.6.1a)
WS10 WS03
WS18 WS17 WS16 WS13 WS12 WS11 WS04 WS02 M Sea
Chest
High Expansion WS15 WS14 WS05 WS01
(High)
Foam/ CO2 Room WS19 S101V
Fuel Gas Sea M
Master Valve
Chest
WS06 (Low)
S105V To Evaporator To Engine Room
CG875
WS08 SW Supply SW Cooling
WS26 Pumps Pumps
Lifeboat
To
No.1,2 & 3
Ballast Pumps
To To
Fire Main Engine Room
Pressure Pump Bilge Pumps


5.12 WATER SPRAY SYSTEM The water spray pumps may also be used for engine room purposes such as Operation from the Fire Control Station
operating the ballast stripping eductors, backflushing the main condenser or
To Start the System
for mud flushing the ballast tanks if necessary. The pumps may be controlled
Water Spray Pump a) Press the START pushbutton.
locally be setting their main switchboard selector switch to the LOCAL
Maker: Teikoku Machinery Works Ltd position, but they are normally operated from the DCS graphic screen T30- • Suction valve BA49V or BA50V opens
No. of sets: 2 447-01 FIRE PUMP SYSTEM and to allow for this the main switchboard
selector switch must be turned to the REMOTE position. At the DCS graphic • Pump 1 or 2 starts
screen the pumps are started and stopped from their faceplates which are called • Discharge valve BA51V or BA52V opens
Model: 300-2VSR-Am up by clicking on the pump icon. Clicking on the faceplate START or STOP
3 • Valve BA53V opens
Capacity: 750m /h at 110mth soft key performs the associated action. The pump suction valves BA50V and
BA49V are operated remotely from their faceplates, but the discharge valves
BA51V and BA52V may be operated manually or automatically. Normally the To Stop the System
Fire Pump
discharge valve is selected for automatic operation, in which case the valve
Maker: Teikoku Machinery Works Ltd a) Press the STOP pushbutton.
opens to 10% before the pump is started and the valve is closed to 10% before
No. of sets: 1 the pump is stopped. • Pump stops
Type: Centrifugal self-priming • BA51V or BA52V closes automatically
The water spray pumps provide a dedicated supply of water to the deck water
Model: 150-2VCS-Sm • BA53V and BA49V or BA50V have to be shut from the DCS
3
spray system. The dedicated supply valve BA53V to the water spray system
Capacity: 150m /h at 115mth is operated from the DCS graphic screen T30-447-01.
Local Operation
Bilge, Fire and General Service Pump Procedure for Supplying Sea Water to the Water Spray The pump starts locally but no automatic valve operation takes place.
Maker: Teikoku Machinery Works Ltd System
No. of sets: 2
It is assumed that the sea water main suction valves at the sea water valve
chest(s) are open to provide sea water suction.
Model: 200-2VSR-Bm-NV-F
3
Capacity: 245/150m /h at 30/115mth a) Ensure all valves to the other services are closed.
b) All intermediate isolating valves along the water spray system

Introduction on the deck must be open.
The water spray pumps supply sea water to the spray nozzles at the following c) Set up the valves as shown in the table below, in this case
locations: using No.1 pump:
• The cargo manifolds water curtain spray system
• Accommodation exterior bulkheads
Open Dedicated supply valve to the water spray system BA-3V
• Cargo tank domes
Open Sea water main suction valve BA49V
• Cargo machinery room exterior bulkheads
Open No.1 pump discharge valve BA51V
• Boilers’ fuel gas supply valve on the starboard aft main deck
• Lifeboat stations d) Start the pump from the DCS screen T30-447-01 and supply
water to the water spray system. These pumps must be selected
The water spray pumps, fire pump and the bilge, fire and general service as REMOTE at their local selector switches in order to allow
pumps are located in the engine room and all take suction from the main sea them to be started from the DCS screen.
water crossover pipe. Either the high or low sea chest must be open to this
suction main at all times. The water spray system can also be supplied by the The water spray system is now in use and delivering water to all the spray
fire pump and the bilge, fire and general service pumps via cross-connecting nozzles on deck.
valve B54V.


Illustration 5.13a Dry Powder Fire Extinguishing System
No.9 No.11 No.13 No.14 No.20 Release Station Release Station No.3 No.5 No.7 No.15 No.16
Hose Station Hose Station Hose Station Hose Station Hose Station for Monitors for Monitors Hose Station Hose Station Hose Station Hose Station Hose Station
Port Side
(Main) (Spare)
Fire Control Station
Remote Release Remote Release
Station for Station for
Monitors Monitors
(Starboard Side) (Port Side)
No.4 Dry Powder Tank Unit Emergency No.2 Dry Powder Tank Unit Emergency
Operating (2000 Litres) Operating
(2000 Litres)
Main Spare Handles Handles
Valve Valve
GS Air GS Air
Connection Connection
Cargo Control Room 9 Nitrogen Cylinders Main Discharge Valve 9 Nitrogen Cylinders Main Discharge Valve
Remote Release Remote Release Upper Deck Passageway (Port Side)
Monitors Monitors
Starboard Side
(Main) (Spare)
Main Spare
Valve Valve
(2000 Litres) Operating (2000 Litres) Operating
Handles Handles
Key
CO2
Nitrogen
Dry Powder GS Air GS Air

9 Nitrogen Cylinders Main Discharge Valve 9 Nitrogen Cylinders Main Discharge Valve
Upper Deck Passageway (Starboard Side)


5.13 DRY POWDER FIRE EXTINGUISHING SYSTEM (Note: During loading and discharging operations the manifold monitors Illustration 5.13b Dry Powder Release Cabinet
must be ready for immediate use. The inlet valves to each monitor
must be open and the monitor nozzle directed towards the manifold
Equipment
and locked in position.)
Maker: Unitor ASA
No. of sets: 4 (two port, two starboard)
Procedure for Operating the Dry Powder System to the
Type: DV 9200 - Sodium bicarbonate agents - nitrogen
Manifold Monitors from the Cargo Control Room or the Fire
propellant 4
Control Station
Tank capacities: 2,000 litres containing 2,000kg (each tank)
5
Nitrogen cylinders: 27 sets per tank, each 50 litres at 200 bar a) Open the door containing the 2.68kg CO2 gas cylinders. 3
Minimum discharge time: 45 seconds with all monitors and hoses in use
Monitors: 2 sets each - port and starboard b) Open the discharge valve counter clockwise on the 2.68kg CO2
Monitor capacities: 15kg/sec gas cylinders.
Hand hoses: 20 sets at 33m length - port and starboard c) Pull the ball valve downward on the CO2 gas discharge
Hand hose capacities: 3.5kg/sec pipeline.
1
Introduction Procedure for Operating the Dry Powder System from a Hose 2
or Manifold Monitor Cabinet
The dry powder fire extinguishing system consists of four identical systems,
situated on the port and starboard side of the upper deck passageways, The monitor’s dry powder supply valve should be open and the monitor 6
forward and aft, each supplying one monitor and five hand hose cabinets. The should be secured in a position to direct the dry powder towards the manifold
monitors are situated at the cargo hose manifolds and the hand hose cabinets couplings, as this is the most likely area for a gas leak and subsequent fire.
are strategically situated to cover the cargo deck area.
a) Pull out the full length of hose.
Each system consists of a tank containing sodium bicarbonate and a rack
of 9 cylinders containing N2 gas under pressure. The system is operated by b) Open the door containing the 2.68kg CO2 gas cylinders. 7
releasing the N2 gas into the tank which forces the mixture of powder and N2
gas through the pipelines to the monitor and hose cabinets. c) Open the discharge valve counter clockwise on the 2.68kg CO2 Key
gas cylinders. 1 - Cabinet
The discharge valves on the N2 gas cylinders are designed to be opened
manually or by the CO2 gas pressure from the remote release control cabinet d) Pull the ball valve downward on the CO2 gas discharge 2 - CO2 Cylinder
bottles. Each cabinet contains two 2.68 litre CO2 gas cylinders pressurised to pipeline. 3 - Screw Down Valve
55 bar with one as a spare.
4 - Slow Leak Valve
e) Aim the hand hose nozzle at the fire and open the nozzle valve.
CO2 gas is released to the N2 gas cylinders discharge valve and the selection Be prepared for a recoil reaction from the hose when dry 5 - Pressure Gauge 0-150 bar
valve on the dry powder supply pipe to the hose cabinet or monitor. The dry powder reaches the nozzle. 6 - Ball Valve
powder storage tank is pressurised by the N2 gas and the tank pressure is led,
via a filter, to the operating cylinder for the main valve on the discharge line. (Note: In the event that the system fails to discharge the dry powder, open the 7 - Pipe Fitting
spare CO2 gas cylinder and discharge valve. Allow up to 4 minutes for
The remote release control cabinets are at the following locations: the dry powder to issue from the nozzle.)
• Cargo control room
• Fire control station
• Port and starboard manifolds - 2 sets each, one as spare
• Port and starboard hand hose cabinets - 10 sets each side


Illustration 5.13a Dry Powder Fire Extinguishing System
Port Side
(Main) (Spare)
Fire Control Station
Remote Release Remote Release
Monitors Monitors
Operating (2000 Litres) Operating
(2000 Litres)
Main Spare Handles Handles
Valve Valve
GS Air GS Air
Cargo Control Room 9 Nitrogen Cylinders Main Discharge Valve 9 Nitrogen Cylinders Main Discharge Valve
Remote Release Remote Release Upper Deck Passageway (Port Side)
Monitors Monitors
Starboard Side
(Main) (Spare)
Main Spare
Valve Valve
(2000 Litres) Operating (2000 Litres) Operating
Handles Handles
Key
CO2
Nitrogen
Dry Powder GS Air GS Air

9 Nitrogen Cylinders Main Discharge Valve 9 Nitrogen Cylinders Main Discharge Valve
Upper Deck Passageway (Starboard Side)


Procedure to Operate the System Manually Galley Fire Extinguishing System
a) Proceed to one of the upper deck passageways on the port or The galley ventilation ducting is protected by a dry powder system which
starboard side. consists of a 7kg dry powder cylinder connected to a 5kg CO2 cylinder.
b) At the dry powder unit, at the aft or forward end of the upper System is located in a cabinet in the starboard bulkhead and is activated by
deck passageway, remove an emergency operating handle from opening the CO2 cylinder outlet valve, followed by the dry powder cylinder
the rack and insert it into an N2 gas cylinder discharge valve outlet valve.
operating lever.
The dry powder is injected into the ducting in the deckhead.
c) Push the handle firmly in the direction of the tank to release
the N2 gas in the cylinder. Repeat the operation on the other 8 The deep fat fryer is protected by an R102 refrigerant type wet chemical
cylinders. contained in a high pressure cylinder. It is located near the dry powder system
and is activated by pulling a handle at the bulkhead. The chemical is directed
d) Open the monitor or hose station supply valves as required, by a nozzle on to the deep fat fryer and the effect is to rapidly cool the hot fat
depending on the location of the fire. fire.
Dry powder will now be released from the unit.
Procedure to Clean the System After Use
The system should be cleaned immediately after use by blowing through the
pipelines with the N2 gas remaining in the cylinders or air from the GS air
system.
a) Close the valve on the release station or hose station.
b) Close the N2 cylinder valves, using the manual release

handles.
c) Allow all N2 to be released from the system.
d) Close the main discharge valve.
e) Connect a GS air line to the discharge connection.
f) Blow clean GS air through the discharge line until no powder

comes out.
g) Return the valves to their normal setting.
h) Recharge the N2 cylinders.
i) Refill the tank with dry powder.


Illustration 5.14a Oil Mist Detection System
Remote Monitoring Unit - 1 Remote Monitoring Unit - 2
SpecVision SpecVision
SpecVision SpecVision
24DC from Engine Room DC24V D1-BD 24DC from Engine Room DC24V D1-BD
1F 1F
OMD Monitor RMU 1 Abnormal OMD Monitor RMU 1 Abnormal
MCPM MCPM
P MACH P MACH
To DCS To DCS
FCS FCS
Engine Room OMD Engine Room OMD

2nd Deck AMJBOMD 2nd Deck AMJBOMD
Boiler FO Boiler FO Inert Gas Main/Aux. No. 1and 2 Solenoid Hydraulic Steering Aft Deck No.2
Transfer Pump Heaters Generator LO Pumps LO Purifiers Valve Power Gear Hydraulic Boiler
Fuel Oil Supply Pumps Stand Pack No.1 Pump Machinery Burners
Pump For Ballast For Cargo (Steering (Steering
LO Purifiers HFO/GO Incinerator No.1 and No.2 Diesel Inert Gas Hydraulic Gear Steering Gear No.1
Transfer Pumps Room Stern Tube Generator Engine Generator Firing Power Room) Gear Room) Boiler
LO Pumps Room Platform Pack No.2 Pump Burners
For Ballast (Steering
Gear
Room)


5.14 OIL MIST DETECTION SYSTEM Operation of the Oil Mist Detection System The red LEDs will flicker when the oil mist content is above 1.2mg/litre and
continue to flicker until the oil mist content returns to below the alarm point
Detector
and the alarm acknowledge pushbutton is pressed.
Maker: Specs Corporation, Seoul, Korea Type: Multi sensor, single fan 24V DC, 1.68W
Type: OMD 95 Multi Point Sensitivity: 0.1mg/litre/0.1ppm Power LED
Power supply: 24V DC, 1.5A Output signal: RS 485
The power LED indicates that there is 24V DC power to the RMU.
Introduction Oil mist is continuously drawn through each detector sensing head and the level
System LED
of oil mist density is monitored by the infrared optical sensors. This process is
The oil mist detection system consists of two remote monitoring units (RMU), continuous at each sensor. The signals are fed to the microprocessors, which The system LED indicates that the condition of all the mist sensors are normal
situated in the engine control room, with air sensor units strategically placed are located in the RMUs. and stable. The LED will be extinguished if any of the sensors are contaminated
at potentially hazardous areas around the vessel which include machinery and or there is a communication failure between a detector and the RMU.
pipes containing fuels or oils under pressure. The sensors are mounted so that The detector lenses are cleaned at regular intervals as part of the engine room
they are least affected by the often turbulent atmosphere in various operative routine maintenance schedules. Fan LED
areas under normal working conditions, i.e. air conditioning and ventilation.
The fan LED will be extinguished if there is a failure of a fan at any of the
Remote Monitoring Unit detectors. The failed detector will have its red channel LED lit on the RMU to
The sensors are positioned above the following:
Opacity display: Range 0 - 2.2mg/litre indicate which detector fan has failed.
• Boiler fuel oil transfer pump
Alarm setting: 1.2mg/litre, 2.5%LEL
• Boiler fuel oil heater Alarm Acknowledge Pushbutton
• Heavy fuel oil and gas oil transfer pump Although oil mist samples are measured in milligrams/litre, the reading per This pushbutton is used for acknowledging the alarm. When pressed the alarm
• Inert gas generator fuel oil pump channel is presented as percentage of 1.2mg litre of oil mist, which is 2.5% of is also muted.
the Low Explosive Limit (LEL), or it may be set lower.
• Incinerator room
Alarm Reset Pushbutton
• Main turbine main and auxiliary lubricating oil pumps The RMU front panel is fitted with the following:
This pushbutton is used to change the alarm set point. The adjustment is
• No.1 and 2 stern tube lubricating oil pump • Bar LED indicator with green and red LEDs
carried out by pressing both the ACKNOWLEDGE pushbutton and the
• Lubricating oil purifier supply pumps • 12 channel LEDs RESET pushbutton simultaneously for more than 3 seconds.
• Lubricating oil purifiers • Power LED
• Diesel generator room • System LED Operational Functions
• Solenoid valve cabinet for the ballast valves • Fan LED During normal running the RMU displays the following:
• Inert gas generator firing platform • Alarm acknowledge pushbutton • Power On indicator
• Hydraulic power pack for the cargo valves • Alarm reset pushbutton • Green illuminated indicator beneath the channels numbers
being monitored
• Hydraulic power pack for the ballast valves
Bar LED Indicator • Digital display of the channel with the highest level of oil mist
• Port and starboard steering gear pumps density indicated as a percentage of the preset alarm level
This contains green coloured LED indicators for normal mist concentrations
• Port and starboard boiler burners
and red coloured LED indicators for warning conditions. The red LEDs will These functions remain constant until either:
• Aft deck hydraulic machinery illuminate when any detector senses a mist content above 1.2mg/litre. The
indicator will have a minimum level of 1 bar when the mist content clears. • The alarm sequence is actuated
• A fault develops
Channel LEDs • Operator instigated functions are actuated
The channel LEDs are green during normal operation and are numbered
to indicate their location in the engine room. The LEDs are sequentially
illuminated every second.

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HEAVY INDUSTRIES CO.

GOLAR FROST Machinery Operating Manual

2.16 Accommodation Systems

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GOLAR FROST Machinery Operating Manual

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GOLAR FROST Machinery Operating Manual

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GOLAR FROST Machinery Operating Manual

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

• Sections are removed from circulation when obsolete.

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GOLAR FROST Machinery Operating Manual

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GOLAR FROST Machinery Operating Manual

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GOLAR FROST Machinery Operating Manual

Diaphragm Operated With Duplex Strainer With Methane Vapour/Warm Vapour

Condensate/HP Feed Water

Fresh Water/Distilled Water

3-Way Valve Sounding Head With

Flow Meter Spectacle Flange Nitrogen

Self-Closing Valve Float Deck Stand (Manual) Spool Piece

Emergency Shut-Off Valve Rotary (Gear, Screw, M Bilges

2-Way Cock Discharge/Drain Water Line Desuperheater Refrigerant Gas

Issue: 1 Front Matter - Page 7 of 18

GOLAR FROST Machinery Operating Manual

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GOLAR FROST Machinery Operating Manual

SYSTEM COPY AUX HELP ?

A S D F G H J K L : " RETURN ITEM

SHIFT Z X C V B N M < > ? RETURN

Issue: 1 Front Matter - Page 9 of 18

GOLAR FROST Machinery Operating Manual

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GOLAR FROST Machinery Operating Manual

09.23.2004 8:59 AM Date and Time Display

T30-402-01 DIESEL ALT. Mimic Identification Number

Screen Mimic Title Bar GROUP 1 TREND 1 DIESEL GENERATOR HIDE

Shortcut Soft Key Icon to STARTING 1PI4041 23.1 bar

LUBRICATION OIL CHARGE AIR CONTROL SELECT

Issue: 1 Front Matter - Page 11 of 18

GOLAR FROST Machinery Operating Manual

Issue: 1 Front Matter - Page 12 of 18

GOLAR FROST Machinery Operating Manual

VALVE IS CLOSED VALVE IS CLOSED VALVE STARTS VALVE HAS REACHED

Operator Clicks Valve Has Moved Off (Feedback Matches

1 IMOV2108-1B 1 IMOV2108-1B 1 IMOV2108-1B 1 IMOV2108-1B 2P7001 3 WB

OPEN OPEN OPEN OPEN START

Operator's Actual Position

MOTOR CONTROL FACEPLATE WINDOW

VALVE CONTROL FACEPLATE WINDOWS

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GOLAR FROST Machinery Operating Manual

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GOLAR FROST Machinery Operating Manual

Air Conditioning Unit Q 4,625 Q 50 Exhaust

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GOLAR FROST Machinery Operating Manual

Forcing Vaporiser PRV 5.9/2.8 PRV No.1

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GOLAR FROST Machinery Operating Manual

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GOLAR FROST Machinery Operating Manual