Aurora Technical Operating Manual

WARNING!
This manual is intended to be a 'first stop' manual to assist in the understanding of AURORA's
systems and equipment. It does not supersede manufacturer's publications, Fleet Regulations
or Standing Orders, all of which take precedence over this technical operating manual.
P&O Aurora Technical Operating Manual
Contents Section 2 Main Machinery and Services Section 2 Illustrations
Section 1 Ship and Machinery Data 2.1 Main Machinery Layout 2.1.1a Main Machinery Layout Deck 1 Compartments 10 - 15
2.1.1 Main Machinery Layout Plans 2.1.1b Main Machinery Layout Deck 1 Compartments 4 - 9
1.1 Introduction (purpose of manual, scope etc) 2.1.1c Main Machinery Layout Deck 2 Compartments 10 - 15
2.2 Diesel Generators
1.2 Issues, Updates and Amendments 2.1.1d Main Machinery Layout Decks 3 and 4 Compartments 11 - 14
2.2.1 Diesel Generator Engines
1.3 Principal Ship Particulars 2.2.1a Diesel Generator Engine
2.2.2 Diesel Generator Engines Control and Safety System
1.4 Principal Machinery Particulars 2.2.2a Diesel Generator Engines Control and Safety System
2.2.3 Diesel Generator Operation
1.5 Ship's General Arrangement - (Inc. Deck and Tank Plans/Capacities) 2.2.2b Engine Control Air System
1.6 Mechanical Symbols and Pipeline Colour Scheme 2.2.2c Governor and Fuel Rack
2.3 Sea Water Systems
1.7 Electrical and Instrumentation Colour Scheme and Symbols 2.2.3a Diesel Generator Load Dependent Start/stop
2.3.1 Sea Water Systems - General Service and DG SW Systems
1.8 Conversion Tables 2.3.1a Sea Water Systems - General Service and DGs 1 and 2 SW System
2.3.2 Sea Water Systems - Air Conditioning Plant Sea Water System
2.3.1b Sea Water Systems - General Service and DGs 3 and 4 SW System
Section 1 Illustrations 2.3.2a Sea Water Systems - Air Conditioning Plant Sea Water System
2.4 Fresh Water Systems
2.4.1a LT Fresh Water Cooling System for Auxiliary Consumers
1.5a Ship’s General Arrangement - Elevations 2.4.1 LT Fresh Water Cooling System for Auxiliary Consumers
2.4.1b LT Fresh Water Cooling System for Auxiliary Consumers
1.5a1 Ship’s General Arrangement - Deck 15 Plan 2.4.2 Diesel Generator HT Fresh Water Cooling System
2.4.2a Forward Diesel Generator HT Fresh Water Cooling System
1.5a2 Ship’s General Arrangement - Deck 14 Plan 2.4.3 Diesel Generator LT Fresh Water Cooling System
2.4.2b Aft Diesel Generator HT Fresh Water Cooling System
1.5a3 Ship’s General Arrangement - Deck 13 Plan 2.4.3a Diesel Generator LT Fresh Water Cooling System
1.5a4 Ship’s General Arrangement - Deck 12 Plan 2.5 Compressed Air Systems
2.4.3b Diesel Generator LT Fresh Water Cooling System
1.5a5 Ship’s General Arrangement - Deck 11 Plan 2.5.1 Compressed Air Systems - Starting Air
2.5.1a Starting Air Compressors Cooling System
1.5a6 Ship’s General Arrangement - Deck 10 Plan 2.5.2 Compressed Air Systems - Working and Control Air
2.5.1b Starting Air System
1.5a7 Ship’s General Arrangement - Deck 9 Plan 2.5.3 Compressed Air Systems - Instrument Air
2.5.1c Emergency Generators Starting Air System
1.5a8 Ship’s General Arrangement - Deck 8 Plan 2.5.2a Working and Control Air System
1.5a9 Ship’s General Arrangement - Deck 7 Plan 2.6 Fuel Oil Systems
2.5.2b Working and Control Air System
1.5a10 Ship’s General Arrangement - Deck 6 Plan 2.6.1 Diesel Generator Engines Fuel Oil Systems
2.5.2c Working and Control Air System Accommodation
1.5a11 Ship’s General Arrangement - Deck 5 Plan 2.6.2 Fuel Oil Purifier System
2.6.1a Forward Diesel Generators Fuel Oil System
1.5a12 Ship’s General Arrangement - Deck 4 Plan 2.6.1b Aft Diesel Generators Fuel Oil System
1.5a13 Ship’s General Arrangement - Deck 3 Plan 2.7 Nozzle Cooling
2.6.2a Fuel Oil Purifier System
1.5a14 Ship’s General Arrangement - Deck 2 Plan 2.7.1 Diesel Generator Engine Nozzle Cooling System
2.6.2b Gas Oil/Diesel Oil Purifier System
1.5a15 Ship’s General Arrangement - Deck 1 Plan 2.7.1a Diesel Generator Engine Nozzle Cooling System
1.5b1 Ship's General Arrangement - Tank Plans Frame 0 - 100 2.8 Lubricating Oil Systems
2.8.1a Diesel Generators 1 and 2 Lubricating Oil Systems - Main System
1.5b2 Ship's General Arrangement - Tank Plans Frame 120 - 320 2.8.1 Diesel Generator Engine LO Systems - Main System
2.8.1b Diesel Generators 3 and 4 Lubricating Oil Systems - Main System
1.5b3 Ship's General Arrangement - Tank Plans Decks 1, 2 and 3 2.8.2 Diesel Generator Engine LO Systems - Cylinder LO System
2.8.2a Diesel Generators LO Systems - Cylinder Lubrication System
1.5b4 Ship's General Arrangement - Tank Capacities 2.8.3 Lubricating Oil Purifier System
2.8.3a Lubricating Oil Purifier System
1.5b5 Ship's General Arrangement - Tank Capacities 2.8.4 Propulsion Motor Lubricating Oil Services
2.8.4a Propulsion Motor Lubricating Oil Services
1.5c Ship's General Arrangement - Construction Blocks 2.8.5 Stern Tube Lubricating Oil System
2.8.5a Stern Tube Lubricating Oil System
1.6a Mechanical Symbols and Pipeline Colour Scheme 2.9.2a Pump Suction and Delivery Schedule
1.7a Electrical and Instrumentation Colour Scheme and Symbols 2.9 Machinery Miscellaneous
2.9.3a Steam Balance
2.9.1 List of Pumps
2.9.3b Tank Heating Steam Balance
2.9.2 Pump Suction and Delivery Schedule
2.9.4a Electrical Load Balance
2.9.3 Steam Balance
2.9.4 Electrical Load Balance
Issue: First Contents - Page 1
Contents Page 1 2 3 4
WARNING!
Section 3 Electrical Systems 3.14a Emergency Lighting UPS Unit Section 6 Auxiliary Plant Services
3.15a Emergency Switchboard
3.1 Main Electrical Network 6.1 Emergency Diesel Generators
3.15b Emergency Switchboard 690V Distribution
3.2 Main Switchboards and Distribution 3.15c Emergency Switchboard 230V Distribution 6.2 Steam Generating Systems
3.3 Main Switchboard Control and Operation 3.16a Emergency Alternators 6.2.1 Boilers
3.4 Electrical Switchboard Rooms and Sub Stations 3.18a Shore Supply 6.2.2 Economisers
3.5 Electrical Safety and the Permit to Work System 3.19a Cathodic Protection System 6.2.3 Boiler Feed and Condensate System
3.6 Main Alternators
6.2.4 Boiler Fuel Oil System
3.7 Woodward Governors Section 4 Propulsion System 6.2.5 Boiler Control System
3.8 Accommodation Distribution
6.2.6 Sludge System
3.9 Engine Room Distribution 4.1 Propulsion Control Stations
6.2.7 Steam System
3.10 Galley Distribution 4.2 Propulsion PMS
6.2.8 Accommodation Steam System
3.11 Laundry Distribution 4.3 Propulsion Control System
6.2.9 Tank Heating System
3.12 Miscellaneous Distribution 4.4 Propulsion Converters
3.13 Air Conditioning/Ventilation Distribution 4.5 Propulsion Transformers
6.3 Water Systems
3.14 Battery and UPS Power Supplies 4.6 Excitation System
6.3.1 Fresh Water Evaporator Plant
3.15 Emergency Switchboard and Distribution 4.7 Propulsion Motors
6.3.2 Distilled Water Transfer System
3.16 Emergency Alternators 4.8 Shafting, Stern Tubes and Propeller Systems
6.3.3 Water Treatment Systems
3.17 Trace Heating System 4.9 Lips System
6.3.4 Potable Hot Fresh Water System in Machinery Spaces
3.18 Shore Supply
6.3.5 Potable Cold Fresh Water System in Machinery Spaces
3.19 Cathodic Protection System Section 4 Illustrations
6.3.6 Non-Potable Water System in Machinery Spaces
Section 3 Illustrations 4.1a Propulsion Control Stations
4.1b Propulsion Control Stations 6.4 Sewage Systems
3.1a Main Electrical Network 4.2a Propulsion PMS 6.4.1 Grey Water System
3.2a Main Switchboards and Distribution 4.3a Propulsion Control System 6.4.2 Sewage (Black Water) Vacuum Units
3.4a Electrical Switchboard Rooms and Sub Stations 4.4a Propulsion Converters 6.4.3 Sewage (Black Water) Treatment Plants
3.5a Electrical Safety and the Permit to Work System 4.4b Propulsion Converters Power Circuits
3.6a Main Alternators 4.5a Propulsion Transformers 6.5 High Pressure Washing System
3.6b Main Alternators 4.6a Excitation System
3.7a Woodward Governors 4.7a Propulsion Motor 6.6 Bilge and Ballast Systems
3.8a Accommodation Electrical Distribution Overview 4.8a Shafting, Stern Tubes and Propeller Systems 6.6.1 Oily Bilge System
3.8b Accommodation Distribution Zone 1 and 2 MD20 4.9a Lips System 6.6.2 Oily Water Separator
3.8c Accommodation Distribution Zone 3 MD30 6.6.3 Main Bilge System
3.8d Accommodation Distribution Zone 4 MD40 Section 5 Monitoring, Alarm and Control Systems 6.6.4 Ballast Water and Heeling System
3.8e Accommodation Distribution Zone 5 MD50 6.6.5 Remote Valve Control System
3.8f Accommodation Distribution Zone 6 MD60 5.1 Integrated Monitoring Alarm and Control System (IMACs)
3.8g Accommodation Distribution Zone 7 MD70 5.2 Power Management System 6.7 Fuel Oil and Lubricating Oil Transfer and Bunkering Systems
3.9a Engine Room Distribution ME10.1 ME10.2 ME20.1 ME20.2 5.3 Screen Displays 6.7.1 Fuel Oil Transfer and Bunkering System - Fuel Oil
3.9b Engine Room Distribution ME21.1 ME21.2 ME11 ME12 ME22 5.4 General Alarm System (Ship) 6.7.2 Fuel Oil Transfer and Bunkering System - Diesel Oil
3.9c Engine Room Distribution ME23 ME24 5.5 Engine Control Room and Safety Centre 6.7.3 Tank Vents and Overflow Systems
3.10a Galley Distribution GD10 5.6 Engine Room Alarm and Call Systems 6.7.4 Lubricating Oil Transfer and Bunkering System
3.10b Galley Distribution GD11 GD12 GD13 GD14 GD15 GD16 6.7.5 Lubricating Oil and Fuel Oil Drain System
3.11a Laundry Distribution LD10 Section 5 Illustrations 6.7.6 Quick Closing Valves
3.12a ECR Bridge Communication Centre UPS Distribution
3.12b Miscellaneous Distribution 5.1a Integrated Monitoring Alarm and Control System (IMACs)
3.13a Air Conditioning/Ventilation Distribution Zones 1 and 2 5.2a Power Management System
3.13b Air Conditioning/Ventilation Distribution Zones 3 and 4 5.3a Screen Displays
3.13c Air Conditioning/Ventilation Distribution Zone 5 5.4a General Alarm System (Ship)
3.13d Air Conditioning/Ventilation Distribution Zone 6 5.5a Engine Control Room and Safety Centre
3.13e Air Conditioning/Ventilation Distribution Zone 7 5.6a Engine Room Alarm and Call Systems
WARNING!
6.8 Air Conditioning, Refrigeration and Ventilation Systems 6.7.5a Lubricating Oil and Fuel Oil Drain System 7.13a Liferafts
6.8.1 Accommodation Air Conditioning Plant 6.8.1a Accommodation Air Conditioning Plant Chilled Water System 7.14a Window Washing Systems
6.8.2 Accommodation Air Conditioning - Services 6.8.1b Accommodation Air Conditioning Plant Heating Water System 7.14b Window Washing Systems
6.8.3 Machinery Space Ventilation System 6.8.2a Accommodation Air Conditioning - Services
6.8.4 Provision Refrigeration System 6.8.3a Machinery Space Ventilation System Section 8 Hotel Equipment and Services
6.8.4a Provision Refrigeration Normal Cooling System
6.9 Engine Room Cranes, Hoists and Lifting Arrangements 6.8.4b Provision Refrigeration Deep Cooling System 8.1 Galleys, Pantries and Bars
6.10 Dry Dock Services 6.9a Engine Room Cranes, Hoists and Lifting Arrangements 8.2 Garbage Disposal Equipment
6.10a Dry Dock Services 8.3 Incinerator
Section 6 Illustrations 8.4 Fresh Water Systems
Section 7 Deck Equipment and Services 8.5 Sewage Treatment and Collection
6.1a Emergency Diesel Generator Engine 8.6 Laundry and Dry Cleaning Equipment
6.1b Emergency Diesel Generator Engine Services 7.1 Safety Management System (SMS)
7.2 Anchor and Mooring Arrangements 8.7 Swimming Pool and Spa Water Systems
6.2.1a Boilers 8.8 Lifts
6.2.2a Economisers 7.3 Windlass and Winches
7.4 Deck Cranes 8.9 Storing Platforms
6.2.3a Boiler Feed and Condensate System 8.10 Automatic Sliding Doors
6.2.4a Boiler Fuel Oil System 7.5 Thrusters
7.6 Steering Gear 8.11 Ving Card System
6.2.5a Boiler Control System 8.12 Burglar Alarms
6.2.5b Boiler Control System 7.7 Stabilisers
7.8 Accommodation Ladders 8.13 Dimmer Systems
6.2.6a Sludge System 8.14 Entertainment Systems
6.2.7a Steam System 7.9 Tender Embarkation Platforms
7.10 Shell Doors 8.15 Scandisplay System
6.2.7b Steam System 8.16 TV System
6.2.8a Accommodation Steam System 7.11 Davits
6.2.8b Accommodation Steam System 7.12 Lifeboats and Tenders
7.13 Liferafts Section 8 Illustrations
6.2.9a Tank Heating System
6.3.1a Fresh Water Evaporator Plant 7.14 Window Washing Systems
8.1a Galleys
6.3.2a Distilled Water Transfer System Section 7 Illustrations 8.3a Incinerator
6.3.3a Water Treatment Systems 8.4a Potable Cold Water Accommodation System
6.3.4a Potable Hot Fresh Water System in Machinery Spaces 7.1a Safety Management System (SMS) 8.4b Potable Cold Water Accommodation System
6.3.5a Potable Cold Fresh Water System in Machinery Spaces 7.2a Anchor and Mooring Arrangements 8.4c Potable Hot Water Accommodation System
6.3.5b Potable Cold Fresh Water System in Machinery Spaces 7.2b Aft Mooring Arrangements 8.4d Potable Hot Water Accommodation System
6.3.6a Non-Potable Water System in Machinery Spaces 7.3a Windlass and Winches 8.7a Swimming Pool Water Systems
6.3.6b Non-Potable Water System in Machinery Spaces 7.3b Windlass Portable Console 8.7b Swimming Pool Water Systems
6.4.1a Grey Water System 7.4a Deck Cranes 8.7c Spa Water Systems
6.4.1b Grey Water System 7.5a Thrusters 8.8a Lifts
6.4.2a Sewage (Black Water) Vacuum Unit 7.6a Steering Gear Control 8.9a Storing Platforms
6.4.3a Sewage (Black Water) Treatment Unit 7.6b Steering Gear 8.9b Storing Platforms
6.5a High Pressure Washing System 7.7a Stabilisers 8.11a Ving Card System
6.5b High Pressure Washing System 7.7b Stabilisers Control 8.12a Burglar Alarms
6.6.1a Oily Bilge System 7.7c Stabilisers - Hydraulic System 8.13a Dimmer Systems Decks 5 and 6
6.6.2a Oily Water Separator 7.8a Accommodation Ladders 8.13b Dimmer Systems Decks 7 and 8
6.6.3a Main Bilge System 7.9a Tender Embarkation Platforms 8.13c Dimmer Systems Decks 11, 12 and 13
6.6.4a Ballast Water System 7.10a Shell Doors 8.14a Entertainment Systems
6.6.4b Ballast Water and Heeling System 7.11a Davits 8.14b Entertainment Systems
6.7.1a Fuel Oil Transfer and Bunkering System - Fuel Oil 7.11b Davits 8.14c Entertainment Systems
6.7.2a Fuel Oil Transfer and Bunkering System - Diesel Oil 7.12a Lifeboats and Tenders 8.15a Scandisplay System
6.7.3a Tank Vents and Overflow Systems 7.12b Lifeboats and Tenders 8.16a TV System
6.7.4a Lubricating Oil Transfer and Bunkering System 7.12c Lifeboats and Tenders
7.12d Lifeboats and Tenders
WARNING!
Section 9 Navigation and Communication Equipment Section 10 Safety Systems and Equipment Section 11 Emergency Procedures
9.1 Bridge Layout 10.1 Emergency Shutdown (ESD) System 11.1 Blackout
10.2 Low Location Lighting 11.2 Failure of One Diesel Engine
9.2 Navigation Equipment 10.3 Fire Detection and Alarm System 11.3 Failure of One Half Propulsion Motor
9.2.1 NACOS System 10.4 Fire and Washdeck System 11.4 Failure of One Propulsion System Component
9.2.2 Bridge equipment 10.5 Sprinkler System 11.5 Watertight Doors Emergency Procedures
10.6 CO2 Systems
9.3 Navigation and Signal Lighting 10.7 Fire Fighting Stations Appendix
9.4 Communication Centre 10.8 Fire Dampers and Fire Doors
10.9 Machinery Space Firefighting Arrangements Machinery Item Photographs
9.5 External Communication Systems 10.10 Machinery Space Hi-Fog System
9.5.1 GMDSS 10.11 Galley Firefighting Arrangements
9.5.2 SAT B System 10.12 Smoke Control Strategy
10.13 Watertight and Splashtight Doors
9.6 Internal Communication Systems 10.14 Flood Water Removal Systems
9.7 Propulsion Control 10.15 Trim and Stability Data
9.8 Steering Control 10.16 Life Saving Equipment
9.9 Bridge Alarm System
9.10 Lips Joystick System Control Section 10 Illustrations
9.11 External Sound Equipment
9.12 Manoeuvring Information 10.1a Emergency Shutdown (ESD) System
9.13 Crash Stop Manoeuvre 10.2a Low Location Lighting
9.14 Surveillance TV System 10.3a Fire Detection Panel
10.3b Fire Detection System
Section 9 Illustrations 10.4a Fire and Washdeck System
10.5a Sprinkler System
9.1a Bridge Layout: Overhead Consoles 10.5b Sprinkler System
9.1b Bridge Layout: Main Console 10.6a CO2 Main System
9.1c Bridge Layout: Conning, Steering and Wing Consoles 10.6b CO2 Local Systems
9.2a Navigation Equipment NACOS System
10.7a Fire Fighting Stations
9.3a Navigation and Signal Lighting Panels
10.9a Machinery Space Firefighting Arrangements
9.3b Navigation and Signal Lighting Layout
10.9b Machinery Space Firefighting Arrangements
9.4a Communication Centre
10.10a Machinery Space Hi-Fog System
9.5.1a GMDSS Equipment
10.11a Galley Firefighting Arrangements
9.5.1b GMDSS Distress Reactions
10.13a Watertight and Splashtight Doors
9.5.1c Antenna Location
10.13b Watertight and Splashtight Doors
9.5.2a Satcom B System
10.13c Watertight Doors Control System
9.6.a Automatic Telephone System
10.16a Life Saving Equipment Decks 3 and 4
9.6.b Sound Powered Telephone System
10.16b Life Saving Equipment Decks 5 and 6
9.6.c Public Address Operating Panel
10.16c Life Saving Equipment Decks 7 and 8
9.7a Propulsion Control
10.16d Life Saving Equipment Decks 9, 10, 11 and 12
9.8a Steering Control
10.16e Life Saving Equipment Deck 14 and Elevation
9.10a Lips Joystick System Control
9.11a External Sound Equipment
9.12a Manoeuvring Information
9.13a Crash Stop Manoeuvre
9.14a Surveillance TV System
Section 1 Ship and Machinery Data Illustrations Safe Operation

All illustrations are referred to in the text and are located either in the text page The safety of the ship depends on the care and attention of all on board.
1.1 Introduction where they are sufficiently small, or on the page above the text so that both the
text and illustration are accessible when the manual is laid face down. When Most safety precautions are a matter of common sense and good housekeeping
General text concerning an illustration covers several pages the illustration is and are detailed in the various manuals available onboard. However, records
Although Aurora is supplied with shipbuilder’s plans and manufacturer’s duplicated above each page of text. show that even experienced operators sometimes neglect safety precautions
instruction books, there is no single handbook which gives guidance on through over-familiarity and the following basic rules must be remembered at
operating complete systems as installed on board, as distinct from individual Where flows are detailed in an illustration these are shown in colour. A key of all times.
items of machinery. all colours and line styles used in an illustration is provided on the illustration.
Details of the colour coding used in the illustrations is given in the colour
1. Never continue to operate any machine or equipment which
The purpose of this manual is to fill some of the gaps and to provide the ship’s schemes in sections 1.9 and 1.10.
appears to be potentially unsafe or dangerous and always report
officers with additional information not otherwise available on board. It is such a condition immediately.
intended to be used in conjunction with the other plans and instruction books Symbols given in the manual adhere to international standards. Keys to the
already on board and in no way replaces or supersedes them. symbols used throughout the manual are also provided in sections 1.9 and 1.10. 2. Make a point of testing all safety equipment and devices
regularly. Always test safety trips before starting any
Information pertinent to the operation of Aurora has been carefully collated in Notices equipment.
relation to the systems of the vessel and is presented in one volume: ‘The The following notices appear throughout this manual: 3. Never ignore any unusual or suspicious circumstances, no
Technical Operating Manual’. matter how trivial. Small symptoms often appear before a major
WARNING! failure occurs.
In many cases the best operating practice can only be learned by experience. Warnings are given to draw the reader’s attention to operation where
DANGER TO LIFE OR LIMB MAY OCCUR! 4. Never underestimate the fire hazard of petroleum products,
Where the information in this manual is found to be inadequate or incorrect,
whether fuel oil or vapour.
details should be sent to the P&O Cruises Technical department, so that
revisions may be made. CAUTION! 5. Never start a machine remotely from the control room without
Cautions are given to draw reader’s attention to operations where checking visually (if practical) that the machine is ready for
The concept of this Operating Manual is to provide information to technically DAMAGE TO EQUIPMENT MAY OCCUR. operation.
competent ship’s officers who are unfamiliar to the vessel, in a form that is
readily comprehensible, thus aiding their understanding and knowledge of the (Note! Notes are given to draw reader’s attention to points of interest or to In the design of equipment and machinery, devices are included to ensure that
specific vessel. Special attention is drawn to emergency procedures and fire supply supplementary information.) as far as possible in the event of a fault occurring, whether on the part of the
fighting systems. equipment or the operator, the equipment concerned will cease to function
without danger to personnel or damage to the machine. If these safety devices
The manual also consists of a number of parts and sections which describe the are neglected, the operation of any machine is potentially dangerous.
systems and equipment fitted and their method of operation related to a
schematic diagram where applicable.
The manual also details the ship’s systems, providing a technical description,
system capacities and ratings, control and alarm settings (where practicable)
and operating details.
The valves’ and fittings’ identifications used in this manual are the same as
those used by the shipbuilder.
Issue: First 1.1 Introduction - Page 1

1.2 Issues, Updates and Amendments Issue 1 Issue 2 Issue 3 Issue 4

This manual is provided with a system of issue and update control. Controlling 1.1 Introduction July 2001
documents ensures that: 1.2 Issues Updates and Amendments July 2001
1.3 Principal Ship Particulars July 2001
• Documents conform to a standard format
1.4 Principal Machinery Particulars July 2001
• Amendments are carried out by relevant personnel 1.5 Ship’s G.A. July 2001
1.6 Mech./Pipeline Symbols/Colours July 2001
• Each document or update to a document is approved before issue 1.7 Elec./Instr. Symbols/Colours July 2001
1.8 Conversion Tables July 2001
• A history of updates is maintained
Illustrations
• Updates are issued to all registered holders of documents 1.5a July 2001
1.5a1 July 2001
• Sections are removed from circulation when obsolete
1.5a2 July 2001
Document control is achieved by the use of the footer provided on every page 1.5a3 July 2001
and the issue and update table below. 1.5a4 July 2001
1.5a5 July 2001
In the right hand corner of each footer are details of the page’s section number 1.5a6 July 2001
and title followed by the page number of the section. In the left hand corner of 1.5a7 July 2001
each footer is the issue number. 1.5a8 July 2001
Details of each section are given in the first column of the issue and update 1.5a9 July 2001
control table. The table thus forms a matrix into which the dates of issue of the 1.5a10 July 2001
original document and any subsequent updated sections are located. 1.5a11 July 2001
1.5a12 July 2001
The information and guidance contained herein is produced for the assistance 1.5a13 July 2001
of certificated officers who, by virtue of such certification, are deemed 1.5a14 July 2001
competent to operate the vessel to which such information and guidance refers. 1.5a15 July 2001
Any conflict arising between the information and guidance provided herein 1.5b1 July 2001
and the professional judgement of such competent officers, must be 1.5b2 July 2001
immediately resolved by reference to P&O Technical Department. 1.5b3 July 2001
1.5b4 July 2001
This manual was produced by: 1.5b5 July 2001
1.5c July 2001
1.6a July 2001
WORLDWIDE MARINE TECHNOLOGY LTD. 1.7a July 2001
Text
For any new issue or update contact:
2.1.1 July 2001
2.2.1 July 2001
The Technical Director
2.2.2 July 2001
WMT Technical Office
2.2.3 July 2001
The Court House
2.3.1 July 2001
15 Glynne Way
2.3.2 July 2001
Hawarden
2.4.1 July 2001
Deeside, Flintshire
2.4.2 July 2001
CH5 3NS, UK
2.4.3 July 2001
2.5.1 July 2001
E-Mail: admin@wmtmarine.com
2.5.2 July 2001
2.5.3 July 2001
Issue: First 1.2 Issues, Updates and Amendments - Page 1

Issue 1 Issue 2 Issue 3 Issue 4

2.8.2a July 2001
Issue 1 Issue 2 Issue 3 Issue 4 2.8.3a July 2001
2.6.1 July 2001 2.8.4a July 2001
2.6.2 July 2001 2.8.5a July 2001
2.7.1 July 2001 2.9.2a July 2001
2.8.1 July 2001 2.9.3a July 2001
2.8.2 July 2001 2.9.3b July 2001
2.8.3 July 2001 2.9.4a July 2001
2.8.4 July 2001
2.8.5 July 2001 Text
2.8.6 July 2001 3.1 July 2001
2.9.1 July 2001 3.2 July 2001
2.9.2 July 2001 3.3 July 2001
2.9.3 July 2001 3.4 July 2001
2.9.4 July 2001 3.5 July 2001
3.6 July 2001
Illustrations 3.7 July 2001
2.1.1a July 2001 3.8 July 2001
2.1.1b July 2001 3.9 July 2001
2.1.1c July 2001 3.10 July 2001
2.1.1d July 2001 3.11 July 2001
2.2.1a July 2001 3.12 July 2001
2.2.2a July 2001 3.13 July 2001
2.2.2b July 2001 3.14 July 2001
2.2.2c July 2001 3.15 July 2001
2.2.3a July 2001 3.16 July 2001
2.3.1a July 2001 3.17 July 2001
2.3.1b July 2001 3.18 July 2001
2.3.2a July 2001 3.19 July 2001
2.4.1a July 2001
2.4.1b July 2001 Illustrations
2.4.2a July 2001 3.1a July 2001
2.4.2b July 2001 3.2a July 2001
2.4.3a July 2001 3.4a July 2001
2.4.3b July 2001 3.5a July 2001
2.5.1a July 2001 3.6a July 2001
2.5.1b July 2001 3.6b July 2001
2.5.1c July 2001 3.7a July 2001
2.5.2a July 2001 3.8a July 2001
2.5.2b July 2001 3.8b July 2001
2.5.2c July 2001 3.8c July 2001
2.6.1a July 2001 3.8d July 2001
2.6.1b July 2001 3.8e July 2001
2.6.2a July 2001 3.8f July 2001
2.6.2b July 2001 3.8g July 2001
2.7.1a July 2001 3.9a July 2001
2.8.1a July 2001 3.9b July 2001
2.8.1b July 2001 3.9c July 2001
Issue: First 1.2 Issues, Updates and Amendments Page 2

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

3.10a July 2001 5.6 July 2001
3.10b July 2001
3.11a July 2001 Illustrations
3.12a July 2001 5.1a July 2001
3.12b July 2001 5.2a July 2001
3.13a July 2001 5.3a July 2001
3.13b July 2001 5.4a July 2001
3.13c July 2001 5.5a July 2001
3.13d July 2001 5.6a July 2001
3.13e July 2001
3.14a July 2001 Text
3.15a July 2001 6.1 July 2001
3.15b July 2001 6.2.1 July 2001
3.15c July 2001 6.2.2 July 2001
3.16a July 2001 6.2.3 July 2001
3.18a July 2001 6.2.4 July 2001
3.19a July 2001 6.2.5 July 2001
6.2.6 July 2001
Text 6.2.7 July 2001
4.1 July 2001 6.2.8 July 2001
4.2 July 2001 6.2.9 July 2001
4.3 July 2001 6.3.1 July 2001
4.4 July 2001 6.3.2 July 2001
4.5 July 2001 6.3.3 July 2001
4.6 July 2001 6.3.4 July 2001
4.7 July 2001 6.3.5 July 2001
4.8 July 2001 6.3.6 July 2001
4.9 July 2001 6.4.1 July 2001
6.4.2 July 2001
Illustrations 6.4.3 July 2001
4.1a July 2001 6.5 July 2001
4.1b July 2001 6.6.1 July 2001
4.2a July 2001 6.6.2 July 2001
4.3a July 2001 6.6.3 July 2001
4.4a July 2001 6.6.4 July 2001
4.4b July 2001 6.6.5 July 2001
4.5a July 2001 6.7.1 July 2001
4.6a July 2001 6.7.2 July 2001
4.7a July 2001 6.7.3 July 2001
4.8a July 2001 6.7.4 July 2001
4.9a July 2001 6.7.5 July 2001
6.7.6 July 2001
Text 6.8.1 July 2001
5.1 July 2001 6.8.2 July 2001
5.2 July 2001 6.8.3 July 2001
5.3 July 2001 6.8.4 July 2001
5.4 July 2001 6.9 July 2001
5.5 July 2001 6.10 July 2001


Illustrations Text
6.1a July 2001 7.1 July 2001
6.1b July 2001 7.2 July 2001
6.2.1a July 2001 7.3 July 2001
6.2.2a July 2001 7.4 July 2001
6.2.3a July 2001 7.5 July 2001
6.2.4a July 2001 7.6 July 2001
6.2.5a July 2001 7.7 July 2001
6.2.5b July 2001 7.8 July 2001
6.2.6a July 2001 7.9 July 2001
6.2.7a July 2001 7.10 July 2001
6.2.7b July 2001 7.11 July 2001
6.2.8a July 2001 7.12 July 2001
6.2.8b July 2001 7.13 July 2001
6.2.9a July 2001 7.14 July 2001
6.3.1a July 2001
6.3.2a July 2001 Illustrations
6.3.3a July 2001 7.1a July 2001
6.3.4a July 2001 7.2a July 2001
6.3.5a July 2001 7.2b July 2001
6.3.5b July 2001 7.3a July 2001
6.3.6a July 2001 7.3b July 2001
6.3.6b July 2001 7.4a July 2001
6.4.1a July 2001 7.5a July 2001
6.4.1b July 2001 7.6a July 2001
6.4.2a July 2001 7.6b July 2001
6.4.3a July 2001 7.7a July 2001
6.5a July 2001 7.7b July 2001
6.5b July 2001 7.7c July 2001
6.6.1a July 2001 7.8a July 2001
6.6.2a July 2001 7.9a July 2001
6.6.3a July 2001 7.10a July 2001
6.6.4a July 2001 7.11a July 2001
6.6.4b July 2001 7.11b July 2001
6.6.5a July 2001 7.12a July 2001
6.7.1a July 2001 7.12b July 2001
6.7.2a July 2001 7.12c July 2001
6.7.3a July 2001 7.12d July 2001
6.7.4a July 2001 7.13a July 2001
6.7.5a July 2001 7.14a July 2001
6.8.1a July 2001 7.14b July 2001
6.8.1b July 2001
6.8.2a July 2001 Text
6.8.3a July 2001 8.1 July 2001
6.8.4a July 2001 8.2 July 2001
6.8.4b July 2001 8.3 July 2001
6.9a July 2001 8.4 July 2001
6.10a July 2001 8.5 July 2001


8.6 July 2001 9.10 July 2001
8.7 July 2001 9.11 July 2001
8.8 July 2001 9.12 July 2001
8.9 July 2001 9.13 July 2001
8.10 July 2001 9.14 July 2001
8.11 July 2001
8.12 July 2001 Illustrations
8.13 July 2001 9.1a July 2001
8.14 July 2001 9.1b July 2001
8.15 July 2001 9.1c July 2001
8.16 July 2001 9.2a July 2001
9.3a July 2001
Illustrations 9.3b July 2001
8.1a July 2001 9.4a July 2001
8.3a July 2001 9.5.1a July 2001
8.4a July 2001 9.5.1b July 2001
8.4b July 2001 9.5.1c July 2001
8.4c July 2001 9.5.2a July 2001
8.4d July 2001 9.6a July 2001
8.7a July 2001 9.6b July 2001
8.7b July 2001 9.6c July 2001
8.7c July 2001 9.7a July 2001
8.8a July 2001 9.8a July 2001
8.9a July 2001 9.10a July 2001
8.9b July 2001 9.11a July 2001
8.11a July 2001 9.12a July 2001
8.12a July 2001 9.13a July 2001
8.13a July 2001 9.14a July 2001
8.13b July 2001
8.13c July 2001 Text
8.14a July 2001 10.1 July 2001
8.14b July 2001 10.2 July 2001
8.14c July 2001 10.3 July 2001
8.15a July 2001 10.4 July 2001
8.16a July 2001 10.5 July 2001
10.6 July 2001
Text 10.7 July 2001
9.1 July 2001 10.8 July 2001
9.2.1 July 2001 10.9 July 2001
9.2.2 July 2001 10.10 July 2001
9.3 July 2001 10.11 July 2001
9.4 July 2001 10.12 July 2001
9.5.1 July 2001 10.13 July 2001
9.5.2 July 2001 10.14 July 2001
9.6 July 2001 10.15 July 2001
9.7 July 2001 10.16 July 2001
9.8 July 2001
9.9 July 2001

Issue 1 Issue 2 Issue 3 Issue 4

Illustrations
10.1a July 2001
10.2a July 2001
10.3a July 2001
10.3b July 2001
10.4a July 2001
10.5a July 2001
10.5b July 2001
10.6a July 2001
10.6b July 2001
10.7a July 2001
10.9a July 2001
10.9b July 2001
10.10a July 2001
10.11a July 2001
10.13a July 2001
10.13b July 2001
10.13c July 2001
10.16a July 2001
10.16b July 2001
10.16c July 2001
10.16d July 2001
10.16e July 2001
Text
11.1 July 2001
11.2 July 2001
11.3 July 2001
11.4 July 2001
11.5 July 2001

1.3 Principal Ship Particulars Dimensions Rating Cabin Two Berth: 248
Length Overall: 272.10 m Total Crew Cabins: 498
Builders: Jos. L. Meyer GmbH & Co. Length BP: 242.60 m
Papenburg, Breadth Moulded: 32.20 m (up to deck 9) Public Rooms Seating Capacity
Germany Breadth at Bridge: 36.80 m
Breadth at Deck 9: 33.60 m Deck 5
Building Number: S640 Depth to Deck 14: 42.15 m Atrium Area 20
Depth to Deck 4: 11.4 m
Keel laid: 11th May 1998 Design Draught: 8.09 m Deck 6
Freeboard Draught: 8.40 m Shops 20
IMO Number: 9169524 Max. Air Draught: 54.0 m Atrium Area: 50
Dining Room Forward: 525
Classification: Lloyds Register of Shipping Rudders: 2 Dining Room Aft: 525
+ 100 A1, passenger Ship
LMC, CCS Thrusters: 3 Forward, 1 Aft Deck 7
Champions: 220
Call Sign: GUSS Lifesaving Equipment Masquerade: 220
Tenders: 4 Monte Carlo Club: (35)
Flag: British Motor Lifeboats: 10 Andersons: 150
Fast Rescue Boats: 2 Atrium Area: 60
Registered Owner: P&O Cruises Lifebouys: Shops: 5
Immersion Suits: Carmens Lounge: 440
Ship Manager: P&O Cruises UK Ltd Lifejackets: Curzon Theatre: 674
Richmond House Lifejackets on Deck:
Terminus Terrace Supplementary Lifejackets: Deck 8
Southampton SO14 3PN Children’s Lifejackets: Atrium Area: 140
United Kingdom Vanderbilts: 100
Passenger Accommodation Library: 10
Complement: Passengers: Max 1950 Penthouses: 2 The Playhouse: 250
Crew: Max 850 Suites with balcony: 8 Teenagers’ Room: 60
Total: 2,800 Deluxe Cabins with Balcony: 20 Childrens’ Room: 60
Staterooms with Balcony: 96 Business Centre: 6
Weight: Light Ship Weight at Delivery:34919 tonnes Std Outside Cabin with Balcony: 272 Conference Room: 16
Deadweight at 8.09m draught: 6450 tonnes Std Outside Cabin with Window: 225 Writing Room: 12
Deadweight at 8.40m draught: 8486 tonnes Special Outside Cabin: 16 Cafe Bordeaux: 72
Std Inside Cabin: 266
Special Inside Cabin: 12 Deck 12
Tonnage:
Outside Disabled with Balcony: 8 Beauty Salon/Health Club: 56
International: 76, 000
Outside Disabled with Window: 8 Orangery: 420
Displacement: 42,036.6t Inside Disabled Cabin: 6
Total Passenger Cabins: 939 Deck 13
Max Service Speed: 24 knots
Crew Accommodation Crow’s Nest etc: 430
Captain’s Suites: 2
Officers’ Suites 7
Special Officers’ Cabins 2
Officers’ Cabin One Berth: 75
Officers’ Cabin Two Berth: 20
Staff Cabin Four Berth: 13
Leading Hand Two Berth: 131
Issue: First 1.3 Principal Ship Particulars - Page 1

1.4 Principal Machinery Particulars Economisers Emergency Alternators
Principal Machinery Make: Aalborg Industries Make: STN Atlas

Type: Finned tube Type: AC, 3 phase 60Hz
Main Diesel Generators Model: AV-6N Rated: 1250kVA 1MW 690V 1046A
Capacity: 3,500kg/h at 9.5bar Speed:
Make: MAN B&W No. of Sets: 4 No. of Sets: 2
Type: 14V 48/60
Serial No.s: Evaporators Air Compressors (Starting and Control)
Max. Power: 13,650kW (nominal)
Speed: 514RPM Make: Serck Como Make: Hamworthy Marine
No. of Sets: 4 Type: MSF 640 6 Type: 2TM6
Capacity: 640 t/day Max. Power:
Main Alternators No. of Sets: 2 Capacity: 185m3/h at 30 bar
No. of Sets: 2
Make: AEG Air Conditioning Machinery
Type: S5E1600M54-14SE+WK Stabilisers
Serial No.s: 99-402071/72/73/74 Make: York
Max. Rated Power: 17,500kVA Unit Type: MWCC Make: Fincantieri
Max. Current: 1531A at 6,600V, 0.8pf Compressor Type: Centrifugal YDHA-90 SD EC Makers Ref. No.: 22/1473/665000
No. of Sets: 4 Motors: DKKSX 4519-2WE 6.6kV 1.35MW 3,570rpm Control System Make: Atlas STN
Refrigerant: R134a Fin Length: 6.37m
Propulsion Motors Capacity: 6,100 kW Fin Width: 3.00m
No. of Sets: 3 No. of Sets: 2
Make: AEG
Type: AC Synchronous Provision Refrigeration Machinery Steering Gear
Max. Power: 20MW
Voltage: 2 x 3,900V Make: Noske-kaeser Make: Porsgrunn Steering Gear AS
Current: 2 x 1624A Unit Type: MWCC Type: Rotary Vane
Speed: 0 - 140 RPM Compressor Type: Screw YDHA-90 SD EC Model: 550-165/2
No. of Sets: 2 (4 Half Motors) Refrigerant: R404a No. of Sets: 2
System Capacity Norm :150 kW Range: 45ºP - 45ºS
Propulsion Synchroconverters System Capacity Deep: 35 kW
Motors Norm: 690V 90kW 98A Thrusters
Make: STN Atlas Motors Deep: 690V 75kW 82A
Supply Voltage: 2 x 2,000V 3-Phase No. of Sets: 2 Normal, 2 Deep Make: Lips
Supply Frequency: 60Hz Type: Electrically Driven, Variable Pitch, Constant Speed
Output Voltage: 3900V 3-Phase Emergency Diesel Generators Motor Type: DKKJK 5023-6WF
Output Frequency: 0-18.67Hz Power: 1.5MW
Output Current: 1,624A Make: Mitsubishi Voltage: 6.6kV
Type: V12 Watercooled 4 stroke Diesel Speed: 1,190RPM
Boilers Model: S12R No. of Sets: 3 Forward, 1 Aft
Max. Power:
Make: Aalborg Speed: Oily Water Separator
Burners: Saacke DZ 8-355 No. of Sets: 2
Type: CPH+4XAV-6N(E) Serial No.s Make: RWO Water Technology
Operating Pressure: 9 bar Type: SKIT S
Capacity: 10,000 kg/h Capacity: 10m3/h
No. of Sets: 2
Issue: First 1.4 Principal Machinery Particulars Page 1

Illustration 1.5a General Arrangement: Elevations
Ship In Centre Of The Lock Ship In Contact With The Lock
Deck 13
2625 Deck 12 2295

Deck 11 Deck 13 Deck 13 Sun Deck 38750 mm
1025 Deck 10 1025 Standard Inside Deck 12 Inside Standard
Outside Cabin Cabin Outside Deck 12 Lido Deck 35650 mm
38500 Outside Inside Deck 11 Inside Outside
Deck 9 2121 Balcony Cabin Cabin Balcony Deck 11 Arcadia Deck 32900 mm
2683 Stateroom Inside Inside
Deck 8 Stateroom
Balcony Cabin Cabin Balcony Deck 10 Brittania Deck 30150 mm
3780 Outside Inside Inside Inside Outside
3780 1200 Deck 7 638 Balcony Cabin Cabin Cabin Balcony Deck 9 Canberra Deck 27400 mm
Standard Inside Inside Inside Standard
Outside Cabin Cabin Cabin Outside Deck 8 Devanha Deck 23900 mm
Deck 6 228
19406 19406
Deck 7
Deck 5 Deck 7 Promenade Deck 20400 mm
13043 13043
Deck 4 Standard Inside Deck 6 Inside Standard
Outside Cabin Cabin Outside Deck 6 Ellora Deck 17000 mm
Deck 3 Standard Inside AC Inside Standard
Outside Cabin Cabin Outside Deck 5 Formosa Deck 14250 mm
Deck 2 Deck 4
Deck 4 Granada Deck 11500 mm
32200 Deck 3
8200 8200 Deck 3 8800 mm
12649 12649 Deck 2
Deck 2 6100 mm
Deck 1 1500/2000 mm
16662 16662
Panama Canal Cross Section
Issue: First Illustration 1.5a Ship’s General Arrangement - Elevations

Illustration 1.5a1 General Arrangement Deck 15
Deck 15
Funnel Foremast
Issue: First Illustration 1.5a1 Ship’s General Arrangement - Deck 15 Plan

Illustration1.5a2 General Arrangement Deck 14
Deck 14
DN
Radio
Equipment
AC
Conv.
Room
Lift DN
AC
Lift
DN

Illustration 1.5a3 General Arrangement Deck 13 Deck 13 - Sun Deck
DN Crows Nest
Himalaya
AC UP
Eng.
Vent/ WC
Air Ladies
Intake
WC Dis. Pantry
DN
DN UP
Bar
Lift Cold DN
Lift Mach. Store
DN
WC
Gents Store
AC
Store
UP
Uganda
AC
Dance
DN DN Floor
Band
Stand
DN
Deck
Store Switchboard Rm.
Air Intake
Eng.
Vent/
Air DN
Intake
Lift
Mach. AC Magrodome AC
Casing
Lift
Store
Golf
Simulator DN
Air Intake
Deck Switchboard Rm.

Store
DN

Illustration 1.5a4 General Arrangement Deck 12 Deck 12 - Lido Deck
Pass. Cabins
Hair Beauty Showers Chief

Salon Technical
Sauna
Officer
WC Steam
Skylight UP
Fem. Male Atrium
Change WC Change UP Laundry
Hydro. DN
Oasis UP Bridge
Reception UP DN Pantry E-LKR Safety
Beauty DN Cold Pantry Bridge Centre
Store
DN E-LKR
DN DN UP
UP
UP Deck
Relaxation Riviera Pool Riviera AC DN
UP Office
Bar
DN DN Chart
Stage
Control Gen. Room
WC WC Sec.
Cold Dis. Dis. Staff Capt. WC
Store Gents Ladies Off.
Pantry Store Captain
Gents Pantry UPS
Change UP Office
Ladies
Crystal Bar Change
& DN DN
Fast Food WC
& UP
UP LKR
WC
UP
Bridge
Sidewalk Cafe
Captain
DN
UP
Pantry Dance UP
WC Floor
Dis. Band
Pennant Bar WC Store
Gents
DN
Casing Crystal Pool

DN C
DN F Galley
F
F
WC Store Cold
Ladies Store Store The Orangery
UP
UP
DN

Deck 11 - Arcadia Deck
Pass. Cabins
Penthouse
2
Jacuzzi
UP
UP
UP Pantry
UP DN
DN UP
DN UP
UP DN
UP
Aerobics Pass. UP
Launderette
DN DN
UP
UP Beach
Pantry
UP UP
Store
Penthouse
1
Pass. Cabins
UP
DN
Guarantee
Off. Store
Store
Store
DN
UP Pool
UP
Trunk
DN DN
UP LKR Casing
Pantry Hoist Fire
LKR
LKR Store
UP
DN

Deck 10 - Britannia Deck Pass. Cabins
Penthouse
2
Trolley
Park Store Store
DN Store
DN DN UP DN
Fire
UP
UP UP LKR
Pool
UP Equip. UP
DN DN LKR
Store Store
Trolley Fire Fire
LKR LKR Pantry LKR
Park LKR
Penthouse
1
Pass. Cabins
UP DN
LKR
Store Trolley
Cold
Store
DN
UP
AC AC
UP
DN
DN
UP Casing
Blast Dry
WC Trolley
Chiller Store
UP DN

Deck 9 - Canberra Deck Pass. Cabins
Tel/
Central Store
Store Pantry
DN DN
DN UP UP
UP UP DN
AC AC
UP UP
DN DN
PA/ Pantry
Central PA/Tel
Central
Pass. Cabins
UP
DN
Store
Store
Pantry Launderette
DN
UP
AC
UP
DN AC
DN
UP
Casing
Fire
PA/TEL
LKR Store
HPP Store
DN
UP

Deck 8 - Devanha Deck
UP Toybox Soft
Play HPP
DN Monkey
Cage Video
Pool Game
Area
Night WC Cafe Bordeaux Photo Gallery
Monkey Baby WC
Nurse Change Dis. WC WC
Cage WC WC WC
Terrace Pool LKR
Ladies Gents DN
Jumping Jacks Gents Dis. Ladies
DN Atrium
Finishing
Galley
UP
Pool UP
Soft Play WC Casing

DN UP
Pantry
Internet
Chill Out Quarterdeck
Conference Room
Stage Dance
Terrace Intergalactica
Bar Floor The Playhouse Vanderbilts Vanderbilts
Pantry Dance Floor DN
Bar
DN
Decibels HPP
UP
Pass. Cabins
Store
DN
UP
Raffles Court AC
Store Theatre
Store
Raffles DN DN
Bar UP
UP
AC Stage DN
UP Loft
DN
DN Theatre
Store
UP
Pantry
Vanderbilts
Library
Store

Deck 7 - Promenade Deck
DN
AC
UP Life Jackets UP
Dress
Room
Andersons
Charlies
UP
DN
Bar
DN
UP Theatre Crew Raised

Sub
UP Station Pool Area
DN
Mayfair Court Deck
Pantry Cold Store
Store UP
Perfume
Dress
Room
AC
DN
Control Cold Hotel

Booth Bar
Carmens Store Store
DN DN Fashion Forum
WC
WC Dis. Champions Art Gallery
Store Gents DN
Slot WC Mayfair
Pantry UP Maint. Ladies
Dressing AC
DN
Room DN
UP
Pool UP UP
Band Bar Masquerade
Equip. LKR Stage Bar
Stand UP Bar UP
Monte Carlo
Pool DN Lift Pantry DN
Equip. Mach. Dance AC
Deck Cold Floor
Store DN
Store Store Pantry WC
DN Band Gents Jewellery
Stand Cold WC Ceramics
UP Store Dis.
WC
Ladies

Illustration 1.5a10 General Arrangement Deck 6 Deck 6 - Ellora Deck
Pass. Cabins
Chlorine
Store
UP
Staff
Off.
Deck
Explorers Elect. Store
Electrical
Station Painter/
Station
Store Polisher
Spray
DN DN Room
LH
UP Forward
UP Mooring
AC AC Orchestra Pit Crane Deck
UP
DN LH Breath.
Piccadilly Court App.
Recharg.
Pantry Stat.
Electronic Goods Empor. HPP
Stat.
Off. Oxy. Starter Room
Acet. Winches/
Staff Windlasses
UP
Pass. Cabins
UP Store Cold
Store
Cold
Store
Cold
Alexandria Restaurant Store Medina Restaurant
WC Store
LKR
Ladies Main Galley Wine Bar
UP AC
UP UP DN
UP
UP
UP
Casing Casing
UP UP
DN
WC
AC Gents
Wine Coffee WC
DN WC
Ladies
Bar UP Station
DN WC Piccadilly
WC Chef Cold UP
Dis.
Gents Store
Office
Cold
Store
Coffee Blast
UP Station Chiller

Deck 5 - Formosa Deck
Pass. Cabins
HPP
Baggage
Store
Pursers Pool
Purser Carpenters Equipment Room
Passenger Bar Ass. IT AC Private
Meet. Dep. Serv. Purse. Off. Exting.
Services Office DN Workshop
Communic. Rm. Purse. Man. Rech.
Room DN Station
DN
UP
UP
UP Computer AC AC UP
Room UP Cru. Bosuns
Dir. Chain
Workshop
DN Off. Store
Ship Store
Hotel
Secretar. TV Locked
Store
Centre AC Pantry deck
Palm Store
Strong Acc. Court Paint
Off. Safe Pass. Coxswains Store
Room
Laundry Workshop
HPP
Pass. Cabins
Aft Emergency
Mooring Officer Cabins Officer Cabins
Generator
Deck 2
Officers
Officers Mess Wardroom
CO2 Bottle Store Room
Gents Ladies
Toilets Toilets Pantry
Battery Room Emergency
Crew Cabins DN Store
DN Station
UP
Photo
Copy
Electrical DN
DN LH
Station AC AC UP
AC Crew
Crew Trunk UP
Emergency Galley
Switchboard Pantry Office DN
Cold
Emergency Store Electrical Casing Casing Emer.
UP DN
Generator Station Pantry Station
DN UP
1
Crew Mess Room
Rope Crew Mess Room
Store Crew Recreation Room
Butane/
Barbecue
Fuel Store Pass. Cabins

Illustration 1.5a12 General Arrangement Deck 4 Deck 4 - Granada Deck

Off. Cabins Off. Cabins
Bunker Station
HPP
ICU ICU 3B
1 2 Ward
Nursing Pantry Store

Stat.
Dispens. Pax Waiting

2B Shop
Hotel
Ward Consultation AC Deputy Accom. Store Stationary
Room Purser
(Accom.) Office
Med.
Pax Store
Toilet
Centre DN
DN
1B UP
DN DN Deck
Ward UP
UP Store
Treatment Printer Emergency UP
Lab. Room Shop Station Pantry
& DN
Bathroom Store Plumbers
Workshop
AC
Emporium
Perfume Store
Emergency Station Store
Off. Cabins
HPP
Off. Cabins
Bunker Station C.T.O. S.E.T.O. S.E.O. Lab
HPP
Room Vegetable
Fish Bunk.
Frozen Root Prep.
Dry Store Dairy Bone Loading Prep. Stat.
Fish Vegetables Room Tech. Baggage
Crusher Platform Room Engine Control
& Office Platform
Room
Potatoes Room DN
Dairy
Steering Dairy UP DN CO2
Gear DN DN
Dry Store UP HVAC DN UP
Veg. Cold MSSC
DN Meat Store Workroom Room Store
UP
Prep. Pot Wash
Dry Store DN
Flour Room Room Baggage
DN
Frozen & Poultry AC Store UP
Vegetables Ice Cream Pulses UP
Prep.
AC
Room
UP
Ice Stores Casing Emergency
Cream UP Fish Meat Officers
Electrical Rm. DN Handling EM Inc. Pantry Laundry Station
Fresh Meat Thawing Thawing DN
Decant Room Area Store Trunk
Lifting
Steering Room UP DN
Platform
Gear
Frozen Ice Store HPP DN
Poultry Blocks Office Loading Baggage
White
Dry Store & Platform Hotel Platform Bunk.
Frozen Meat Frozen Main Eng. Security
Game Maintenance Fire Fire Stat.
Meat Meat HPP Garbage Off.
Workshop Stat. Stat.
Room

Illustration 1.5a13 General Arrangement Deck 3 Deck 3 - Himalaya Deck
LH Cabins
R Cabins
DN UP UP Crew
DN UP Laundrette
DN DN AC
UP
UP UP
UP UP DN
UP DN Technical Store
Photo
Laboratory
LH Cabins
Tender
Embarkation
Filters Nozzle
Weld. Test Rm. UP
Shop
Garbage Store
Chem. Trafo
Fresh Cold
Store Store Converter Store
Fruit Fresh DN Workshop
& Veg. DN
Hotel Store Salad Trafo Office
UP UP
DN Converter UP
Decant Tech.
Tobacco Trafo Store
Room DN
Learning
Centre
Office Hotel Crew

Store Trafo
Oil M20 Main M10 Main Laund.
Minerals Switchboard Switchboard
Room Room Crew
Trafo Library
Lifting
Platform
UP Trafo Trafo
Minerals Trafo
Wine & Spirits Trolley
Wash M10
Converter
Wine & Beer Fat & Butter DN
Trafo Garbage Plant UP
UP
Soft Uniform
Store Hotel Store
Fruit Trafo Store Crew
Converter Gymnasium
UP
Tender
Embarkation

Rating's Cabins Deck 2
UP
UP DN
PW Tank
BW
UP UP UP DN
DN Tank
BW
PW Tank Tank
Bow
Thruster
DN
Heeling Tank
Electrical DN
Workshop UP
R Cabins
PW UP
UP HFO Day LKR
UP Tank
DN
UP DN
Lift HFO Sett.
PW Trunk DN Tank
LKR
Stern
Thruster
Room
Lift HFO Sett.
PW Trunk Tank
Grease
Trap HFO
DN Day
PW TK
UP
LKR
Prov. Prov.
Cooler Cooler Heeling Tank
Garbage


Deck 1
Heeling Tank
GW
TK
Vacuum Unit
GW
TK
Laundry
Linen Store
AC Unit HFO Tank
PW Tank
GW
PW Tank TK PW Tank
GW TK Up Up
Up
BW Tank
Valet
Linen Room
GW PW Tank Keeper PW Tank
AC Unit Office PW Tank Bow
TK Thruster
HFO Tank Dirty Linen
AC Unit
Vacuum Unit GW
TK
GW
TK
Heeling Tank
GW TK GW TK
Heeling Tank
Up Sewage
Workshop Unit
For
Heavy
Parts HFO Day Tank
Up
HFO Settling Tank Vacuum
Unit
PW Tank
PW Tank
Sewage Unit HFO Settling Tank GW TK
Sewage Unit
HFO Day Tank

Vacuum
Unit Sewage
Unit
Heeling Tank Garbage

Illustration 1.5b1 Tank Plans Frame 0 - 100
Cross Sections
Through Tanks
A. B. C. D. E. F. G. H.
0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360 380
A. Frame 014 B. Frame 020 C. Frame 040

Deck 5
Void Space Tank 17

Deck 5 Deck 4 Deck 4
BW Tk 18 (Port) BW Tk 18 (Starboard) BW/GW Tank 17 (Port) BW/GW Tank 17 (Starboard)
EDG Go Service Tank Stern Thruster Room
Stern Thruster Room
Deck 2 Void Space H.F.O. Tank 17 Void Space Deck 2
Deck 3
(Centre)
Stern Thruster Stern Thruster
Deck 2 Room Room
Deck 1 Shaft Tunnel Shaft Tunnel Deck 1
BW Tank 18 (Port) BW DB 18/19 Skeg Stern Thruster Room
BW Tank 18 (Starboard) Basis Line BW DB 16/17 Skeg Basis Line
Deck 1
BW DB 18/19 Skeg
Basis Line
D. Frame 045 E. Frame 060 F. Frame 076
Waste Oil Store Waste Oil Store

PW Tank 16 Outer (Starboard) PW Tank 16 Inner (Port) PW Tank 16 Inner (Starboard)
Deck 4 Deck 4 Tank 15 (Port) Tank 15 (Starboard) Deck 4
PW Tank 16 Outer PW Tank 16 Outer Go Service Tank 15
Void Space Tank 16 (Port)
Deck 3 (Port) (Starboard) Deck 3 (Starboard) Deck 3
Void Space Tank 16
Void Space Void Space
Tank 17 Tank 17
Void Space Go Tank 15 (Port)
Shaft Tunnel Tank 16
Deck 1 Deck 1 Well Deck 1
PW Tank 16 Outer (Port) Void Space Tank 16
Basis Line Basis Line Basis Line
PW Tank 16 Inner (Port)
Shaft Tunnel Shaft Tunnel
PW Tank 16 Inner (Starboard) Well Oily Bilge Deep
BW DB 16/17 Skeg BW DB 16/17 Skeg Tank 15
D.O. Overflow D.B. (Port) (Starboard)
G. Frame 084 H. Frame 100 H.F.O. DB 15 (Centre) Waste Oil Collection
Tank 15
Heeling Tank 14 (Port) Heeling Tank 14 (Starboard)
Deck 4 Deck 4
Sludge Storage Deep
D.O. Service Tank 13 (Port) Tank 15 (Starboard)
C/D D.B. 14 C/D D.B. 14 Deck 3 Deck 3
C/D D.B. 5(Starboard)
Bilge Water D.B. 14 Bilge Water D.B. 14 Deck 2 Deck 2
D.O. D.B. 13/14 (Centre) Leak Oil D.B. 15(Starboard)
(Port) (Starboard)
C/D D.B 13 C/D D.B. 13
Deck 1 Deck 1
Basis Line Basis Line
D.O. D.B. 14 (Port) D.O. D.B. 14 (Starboard) D.O. D.B. 13/14 (Port) D.O. D.B. 13/14 (Starboard)
Issue: First Illustration 1.5b1 Ship’s General Arrangement - Tank Plans Frame 0-100
Illustration 1.5b2 Tank Plans Frame 120 - 320
Cross Sections
Through Tanks
A. B. C. D. E. F. G. H. I.
0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360 380
C. Frame 160
H.F.O. Settling Tank 10 (port) H.F.O. Settling Tank 10 (Starboard)

A. Frame 120 B. Frame 140 Deck 4
H.F.O. Service Tank 10 H.F.O. Service Tank 10
(port) (Starboard) Deck 3
Deck 4 Deck 4
Separation Drain Separation Drain
Feedwater Store D.B. 12 (Port) Tank 10 (Starboard)
L.O. D.B. 12 (Centre) Deck 3 Deck 3 Tank 10 (port) Deck 2
L.O. D.B. 12 (Starboard) Deck 2 Deck 2

D.G. 1 Circ. D.B. 11 (Port) D.G. 2 Circ. D.B. 11 (Starboard)
Deck 1
D.G. 3 Circ. D.B. 12 D.G. 4 Circ. D.B. 12 B.W. D.B. 11 (Port) B.W. D.B. 11 (Starboard)
(Port) (Starboard) Basis Line
Deck 1 Deck 1 B.W. D.B. 10 B.W. D.B. 10
H.F.O. Overflow D.B. 10
Basis Line Basis Line (Port) (Centre) (Starboard)
B.W. D.B. 12 (Port) B.W. D.B. 12 (Starboard) Sea Chest (Port) C/D D.B. 11 C/D D.B. 11 Sea Chest (Starboard) Leak Oil D.B. 10 Leak Oil D.B. 10
C/D D.B. 12
(Port) H.F.O. D.B. 10 (Port) H.F.O. D.B. 10 (Starboard) (Starboard)
Renovated Oil D.B. 11 (Centre)
D. Frame 204 E. Frame 220 F. Frame 240

P.W. Tank 7 Inner (Port) P.W. Tank 7 Inner (Starboard) Pipetunnel Fr. 232-316
Heeling Tank 8 (Port) Heeling Tank 8 (Starboard) Non Potable Water D.B. 6 Laundry Water D.B. 6
Deck 2 Deck 2 (Port) (Starboard) Deck 2

Basis Line C/D B.D. 7 Basis Line Basis Line
B.W. D.B. 8 (Port) B.W. D.B. 8 (Starboard)
P.W. Tank 7 Outer (Port) P.W. Tank 7 Outer (Starboard)
H.F.O. D.B. 8 (Port) H.F.O. D.B. 8 (Starboard) B.W./G.W. D.B. 6 (Port) B.W./G.W. D.B. 6 (Starboard)
G. Frame 300 H. Frame 315 I. Frame 320

Void Space Tk 3
Emergency Exit
Deck 2 For Pipetunnel Deck 2 Deck 2
P.W. Tank 3-2
P.W. Tank 3-2 (Port) Void Space Tank 3 B.W. Tank 2
(Starboard) Deck 1 Deck 1 Deck 1
Pipetunnel Fr. 232-316
Basis Line Void Space Tank 3 Basis Line Basis Line
Pipetunnel Fr. 232-316
Issue: First Illustration 1.5b2 Ship’s General Arrangement - Tank Plans Frame 120-320
Illustration 1.5b3 Tank Plans Decks 1, 2, & 3
Below Deck 3 Down Flooding

B.W. Tank 19 Down Flooding Ducts Down Flooding
(Port) Aft. Peak Duct Duct
Heeling Tank 14
Void Space Void Space (Port) Separation Drain Void Space Tank B.W. Tank 2 B.W. Tank 1
Stern Thruster
Tank 17 Tank 16 Tank 10 (Port) 3 (Port) Fore Peak
Room
Void Space P.W. Tank
Tank 19 P.W. Tank 16 Waste Oil Store H.F.O. Service 3-1 (Port)
B.W. Tank 18 B.W./G.W. Tank Outer (Port) Tank 15 (Port) Tank 10 (Port)
(Port) 17 (Port)
P.W. Tank 16 P.W. Tank
H.F.O. Settling
Inner (Port) 3-2 (Port)
Tank 10 (Port)
Lift H.F.O. Tank 17 Bow Thruster
Trunk (Centre) P.W. Tank 16 H.F.O. Settling P.W. Tank Room
Inner (Stb'd) Tank 10 (Stb'd) 3-2 (Stb'd)
B.W. Tank 18
B.W./G.W. Waste Oil Store H.F.O. Service
(Stb'd) P.W. Tank 16
Tank 17 (Stb'd) Tank 15 (Stb'd) Tank 10 (Stb'd) P.W. Tank
Void Space Outer (Stb'd)
3-1 (Stb'd)
Tank 19
Stern Thruster
Void Space Void Space Separation Drain Pipetunnel Fr. 232-316
Room Heeling Tank 14
Tank 17 Tank 16 Tank 10 (Stb'd)
(Stb'd)
B.W. Tank 19 Sludge Storage Deep Oily Bilge Deep Down Flooding Down Flooding
(Stb'd) Aft. Peak Tank 15 (Stb'd) Tank 15 (Stb'd) Duct Down Flooding Duct
Ducts
Below Deck 2
Stern Thruster B.W./G.W. Tank 17 D.O. Service Separation Drain Tank 10 Sea Chest Down Flooding Ducts
Room (Port) Tank 13 (Port) (Port)
Heeling Tank Heeling Tank
B.W. Tank 18 Void Space Void Space 14 (Port) 8 (Port) P.W. Tank 3-1 Void Space P.W. Tank 3-2
(Port) Tank 17 Tank 16 (Port) Tank 3 (Port)
B.W. D.B. Pipetunnel Fr. 232-316
16/17 Skeg G.O. Tank 15 H.F.O. D.B. H.F.O. Service P.W. Tank 7
(Port) 10(Port) Tank 10 (Port) Outer (Port)
B.W. D.B. H.F.O. D.B. 8
18/19 Skeg P.W. Tank 16 H.F.O. Settling P.W. Tank 7
H.F.O. Overflow Tank 10 (Port) (Port) Inner (Port)
Inner (Port)
D.B. 10 (Centre)
P.W. Tank 16 G.O. Service P.W. Tank 7
Stern Thruster H.F.O. Settling
Inner (Stb'd) Tank 15 H.F.O. D.B. 8 Inner (Stb'd)
Room Tank 10 (Stb'd)
(Stb'd) (Stb'd)
H.F.O. D.B. H.F.O. Service P.W. Tank 7
B.W. D.B. Outer (Stb'd) B.W. Tank 2 B.W. Tank 1
10(Stb'd) Tank 10 (Stb'd)
16/17 Skeg Fore Peak
B.W. Tank 18 Void Space Void Space P.W. Tank 3-1 Void Space P.W. Tank 3-2
(Stb'd) Tank 17 Tank 16 Heeling Tank Heeling Tank (Stb'd) Tank 3 (Stb'd)
14 (Stb'd) 8 (Stb'd)
Stern Thruster B.W./G.W. Tank 17 Sludge Storage Deep Waste Oil Collection Separation Drain Tank 10 Sea Chest Down Flooding Ducts
Room (Stb'd) Tank 15 (Stb'd) & Oily Bilge Deep (Stb'd)
Tank 15 (Stb'd)
Below Deck 1
Cool Water D.B.
B.W. D.B. 12 12 (Port) Dirty Oil D.B. 11
Bilge Water (Port) L.O. D.B. H.F.O. Overflow
Feed Water (Centre)
C/D D.B. 15 (Port) D.B. 14 (Port) D.G. 3 Circ D.B. Leak Oil 11 D.B. 10 (Centre)
Storage Renovated Oil
Stern Tube Oil Store D.O. Overflow D.O. D.B. 12 (Port) Sea D.B. 11/12 Leak Oil B/W G.W. D.B.
D.B. 12 (Port) D.B. 11
D.B. 15 (Port) D.B. 15 (Port) 14 (Port) Chest (Stb'd) (Centre) D.B. 10 (Port) 6 (Port) B/W G.W. D.B.
Void Space 5 (Port)
Port Stabiliser
Tank 16 C/D D.B. Plant B.W. D.B. B.W. G/W
C/D D.B. 13 PipeTunnel Fr. 232-316
Shaft Tunnel 14 B.W. D.B. 11 10 (Port) 9 (Port)
B.W. D.B. 18/19 Skeg B.W. Tank 2 B.W Tank 1 Fore Peak
(Port)
H.F.O. D.B. B.W. D.B.
13/14 (Port) H.F.O. D.B. H.F.O. D.B. 8 (Port)
10 (Port) 9 (Port) Non Potable Water
H.F.O. D.B. B/W D.B.
D.B. 6 (Port) 4 (Port)
H.F.O. D.B. C/D D.B. 12 8 (Port)
H.F.O. D.B. H.F.O. D.B. C/D D.B. 7
B.W. D.B. 16/17 Skeg
13/14 (Centre) L.O. D.B. 12 10 (Centre) 9 (Centre) H.F.O. D.B.
(Centre) B/W D.B.
8 (Stb'd) Non Potable Water
4 (Stb'd)
H.F.O. D.B. L.O. D.B. 12 H.F.O. D.B. H.F.O. D.B. D.B. 6 (Stb'd)
C/D D.B. 11 B.W. D.B.
13/14 (Stb'd) (Stb'd) 10 (Stb'd) 9 (Stb'd)
8 (Stb'd)
B.W. D.B. 11
Shaft Tunnel (Stb'd) B.W. D.B. B.W. G/W
C/D D.B. C/D D.B. 13
Void Space 14 B.W. D.B. 12 Stb'd Stabiliser 10 (Stb'd) 9 (Stb'd)
Tank 16 (Stb'd) Plant
B/W G.W. D.B.
Stern Tube Oil Store Leak Oil D.B. D.O. D.B. Sea D.G. 4 Circ D.B. D.G. 2 Circ D.B. Leak Oil B/W G.W. D.B. 5 (Stb'd)
Leak Oil
D.B. 15 (Stb'd) 15 (Stb'd) 14 (Stb'd) Chest 12 (Stb'd) 11 (Stb'd) D.B. 10 (Stb'd) 6 (Stb'd)
D.B. 11/12 (Stb'd)
C/D D.B. 15 (Port) Bilge Water L.O. Overflow D.G. 1 Circ D.B.
D.B. 14 (Stb'd) D.B. 12 (Stb'd) 11 (Port)
Issue: First Illustration 1.5b3 Ship’s General Arrangement - Tank Plans Decks 1, 2 and 3
Illustration 1.5b4 Tank Capacities
BALLAST WATER DIESEL OIL GAS OIL
Identification Volume (m3) Identification Volume (m3) Identification Volume (m3)

TANK TANK
No. No. TANK No.
BW TK 1 FORE PEAK 6011 418.23 DO DB 14 P 0214 63.57 7215 22.27

GO TK 15 P
BW TK 2 6012 378.63 DO DB 14 S 0114 63.57 7115 22.27
GO SERVICE TK 15 S
BW DB 4 P 6214 101.26
DO SERVICE TANK 13 P 0213 32.02 7218 10.64
EDG GO SERVICE TK
BW DB 4 S 6114 101.26 0215 20.72
DO OVERFLOW DB 15 P
BW/GW DB 5 P 6215 116.72
VOID SPACES HEAVY FUEL OIL
BW/GW DB 5 S 6115 131.86
TANK
BW/GW DB 6 P 6216 131.86 Identification Volume (m3) Identification Volume (m3)
TANK No.
No.
BW/GW DB 6 S 6116 96.30
BW DB 8 P 6218 145.78 VOID SPACE TK 3 9013 630.99 HFO DB 8 P 1218 346.95
BW DB 8 S 6118 145.72 PIPE TUNNEL Fr 232-316 9023 401.88 HFO DB 8 S 1118 346.95
BW/GW DB 9 P 6219 145.78 C/D DB 7 9017 257.13 HFO DB 9 P 1219 101.40
BW/GW DB 9 S 6119 142.69 C/D DB 8 9018 9.19 HFO DB 9 S 1119 101.40
BW DB 10 P 6210 54.45 C/D DB 9 9019 18.39 HFO DB 9 C 1019 116.72
BW DB 10 S 6110 223.26 C/D DB 10 9010 37.43 HFO DB 10 P 1210 141.87
BW DB 11 S 6111 142.76 C/D DB 11 9011 222.98 HFO DB 10 S 1110 141.87
BW DB 11 P 6211 142.76 C/D DB 12 9012 187.44 HFO DB 10 C 1010 96.30
BW DB 12 P 6212 20 C/D DB 13 9033 135.95 HFO SERVICE TANK 10 P 1220 149.79
BW DB 12 S 6112 20 C/D DB 14 9014 145.82 HFO SERVICE TANK 10 S 1120 142.29
BW/GW TK 17 P 6217 20 C/D DB 15 P 9215 7.19 HFO SETTLING TANK 10 P 1230 149.79
BW/GW TK 17 S 6117 21.17 C/D DB 15 S 9115 28.21 HFO SETTLING TANK 10 S 1130 138.38
BW DB 16/17 SKEG 6016 21.17 VOID SPACE TK 16 9016 849.27 HFO OVERFLOW DB 10C 1020 60.10
BW TK 18 P 6228 25.42 VOID SPACE TK 17 9027 782.78 HFO DB 13/14 C 1013 136.07
BW TK 18 S 6128 25.64 VOID SPACE TK 19 9029 919.54 HFO DB 13/14 P 1213 103.07
BW DB 18 SKEG 6018 25.64 SW CROSSOVER COMP 9 9039 36.60 HFO DB 13/14 S 1113 103.07
BW TK 19 P AFTPEAK 6229 21.79 SW CROSSOVER COMP 11 9021 42.19 HFO DB 15 C 1015 133.21
BW TK 19 S AFTPEAK 6129 12.62 SW CROSSOVER COMP 12 9022 64.36 HFO DB 17 C 1017 265.37
Issue: First Illustration 1.5b4 Ship’s General Arrangement - Tank Capacities

Illustration 1.5b5 Tank Capacities
POTABLE WATER HEELING TANKS SPECIAL WATER
Identification Volume (m3) Identification Volume (m3) Identification Volume (m3)

TANK TANK
No. No. TANK No.
PW TK 3-1 P 5213 192.18 HEELING TK 8 P 2218 142.88 8210 22.28

SEPARATOR DRAIN TK 10 P
PW TK 3-1 S 5113 192.18 HEELING TK 8 S 2118 142.88 8110 22.28
SEPARATOR DRAIN TK 10 S
PW TK 3-2 P 5223 141.20 2214 185.40 8222 8.52
HEELING TK 14 P COOLING WATER DB 12 P
PW TK 3-2 S 5123 141.20 2114 185.40
HEELING TK 14 S
PW TK 7 OUTER P 5217 138.14
LUBRICATING OIL SPECIAL OIL
PW TK 7 OUTER S 5117 138.14
TANK
PW TK 7 INNER P 5227 118.90 Identification Volume (m3) Identification Volume (m3)
TANK No.
No.
PW TK 7 INNER S 5127 118.90
PW TK 16 OUTER P 5216 157.52 DG 1 CIRC DB 11 P 3211 20 LEAK OIL DB 10 P 8220 2.86
PW TK 16 OUTER S 5116 141.47 DG 2 CIRC DB 11 S 3111 20 LEAK OIL DB 10 S 8120 2.86
PW TK 16 INNER P 5226 298.11 DG 3 CIRC DB 12 P 3212 21.5 DIRTY OIL DB 11 C 8011 23.95
PW TK 16 INNER S 5126 298.11 DG 4 CIRC DB 12 S 3112 21.5 RENOVATED OIL DB 11 C 8021 20.53
LO DB 11 3011 23.95 LEAK OIL DB 11/12 P 8211 5.18
TECHNICAL WATER LO DB 12 S 3122 71.93 LEAK OIL DB 11/12 S 8111 3.89
LO DB 12 C 3022 51.3 WASTE OIL STORAGE TK 15 P 8225 26.51

Identification Volume (m3)
TANK WASTE OIL STORAGE TK 15 S 8135 24.24
No. LO OVERFLOW DB 12 C 9012 6.81
STERN TUBE OIL DRAIN DB 15 S 8145 10.09

LAUNDRY WATER DB 4 S 8114 0.79 FIRST DIGIT: PURPOSE THIRD DIGIT:
ORDER NUMBER STERN TUBE OIL STOR. DB 15 P 8215 15.33
LAUNDRY WATER DB 6 S 8116 100.81 0: DIESEL OIL
1: HEAVY FUEL OIL SLUDGE STORAGE DEEP TK 15 8165 9.17
NON-POTABLE WATER DB 6 P 8216 99.04 2: FRESH WATER
OILY BILGE DEEP TK 15 S 8125 23.93
3: LUBRICATING OIL
FEEDWATER STORE DB 12 S 8212 63.41
5: POTABLE WATER
6: BALLAST WATER WASTE OIL COLLECTION TK 15 S 8115 7.14
BILGE WATER DB 14 P 8214 44.55
7: GAS OIL
LEAK OIL DB 15 S 8155 4.95
8: SPECIAL TANKS
BILGE WATER DB 14 S 8124 44.55
9: VOID SPACES
3122
FOURTH DIGIT: SLICE NUMBER
1: Fr. 344 TO FORE 0: Fr. 154 - 178

SECOND DIGIT: 2: Fr. 316 - 344 1: Fr. 128 - 154
TRANSVERSE LOCATION 3: Fr. 290 - 316 2: Fr. 110 - 128
4: Fr. 270 - 290 3: Fr. 94 - 110
0: AXIS COMPARTMENT 5: Fr. 254 - 270 4: Fr. 78 - 94
1: STBD COMPARTMENT 6: Fr. 234 - 254 5: Fr. 62 - 78
2: PORT COMPARTMENT 7: Fr. 218 - 234 6: Fr. 46 - 62
3: STBD & PORT COMPARTMENT 8: Fr. 201 - 218 7: Fr. 26 - 46
9: Fr. 178 - 201 8: Fr. 10 - 26
9: Aft - 10
Issue: First Illustration 1.5b5 Ship’s General Arrangement - Tank Capacities

Illustration 1.5c Construction Blocks
62
61
60 19
56 55 54 53 52 51 50 15 16 17
57 18
49 48 46 44 43 42 10 11 12 13
47 39
14 59
45 40 36 35 34 33 32 31 06 07 08 09
29
41 38 37 30 28 27 26 25 24 01 02 03 04 05 58
0 20 40 60 29 80 100 23 120 140 22 160 21 180 200 20 220 240 260 280 300 320 340 360 380
Arrangement of Construction Blocks
Deck 13 Deck 13 Sun Deck

Standard Inside Deck 12 Inside Standard
Outside Cabin Cabin Outside Deck 12 Lido Deck
Outside Inside Deck 11 Inside Outside
Balcony Cabin Cabin Balcony Deck 11 Arcadia Deck
Many items of equipment onboard Aurora are
Stateroom Inside Inside Stateroom
often labelled or designated as within blocks. Balcony Cabin Cabin Balcony Deck 10 Brittania Deck
This description refers to the construction blocks Outside Inside Inside Inside Outside
used to construct Aurora in the shipyard. Balcony Cabin Cabin Cabin Balcony Deck 9 Canberra Deck
Standard Inside Inside Inside Standard
This construction block arrangement shows the Outside Cabin Cabin Cabin Outside Deck 8 Devanha Deck
location of the blocks in the final construction.
Deck 7
Deck 7 Promenade Deck
Standard Inside Deck 6 Inside Standard

Outside Cabin Cabin Outside Deck 6 Ellora Deck
Standard Inside AC Inside Standard
Outside Cabin Cabin Outside Deck 5 Formosa Deck
Deck 4
Deck 4 Grenada Deck
Deck 3
Deck 3
Deck 2
Deck 2
Deck 1
Issue: First Illustration 1.5c Ship’s General Arrangement - Construction Blocks

Illustration 1.6a Mechanical Symbols and Pipeline Colour Scheme
Nozzle Cooling Stop Valve Angled Safety Valve Suction Bellmouth/Foot Foot Valve with Strainer Hand Pump
H.T. Cooling Water Angled Safety Valve

Stop Valve Pneum. Operated Filler Shore Connection Mixing Device
Spring Loaded
L.T. Cooling Water Stop Valve Screwed 3 Way Check Valve Vent Pipe Not Connected Helical Screw Pump
El. Mag. Operated with Automatic Bypass Crossing Pipe
Aux. Consumer's L.T. Cooling Water Straight Check Valve 3 Way Valve Hose Diaphragm Pump
Connected Crossing Pipe
Elec-Mag Operated
Sea Water
Non Return Valve Screwed Angled Sea Inlet Valve Penetration Socket T Piece Pulsation Damper
Ballast Water
Straight Stop Non Ret. Valve Branch Regulating Valve Orifice
Penetration (Decks) Automatic Filter
Hydraulic Oil Screwed
Branch Regulating Valve Sounding Cock

Dom. Fresh Water Wedge Gate Valve Hose Connection Accumulator
Flanged Self Closing with Test Cock
/Distillate
Needle Valve Butterfly Valve Mono Sounding Head with
Condensate Restrictor
Hydr. Operated Filling Cap
Feed Water Temp. Valve Regulating Non Return Valve Spectacle Flange Variable Pump
2 Way. Hydr. Operated Sandwich Type
Fire/Deck Water
M
CO2 Piping Temp. Valve Regulating Hydraulic Pressure
Non Return Disc Valve Flanged Strainer
Refrigeration 2 Way Elec. Operated Relief Valve
Marine Diesel Oil Cock Straight Valve Butterfly Valve Mono Strainer Screwed Back Flow Preventer
Hand Operated
M
Fuel Oil Dual Plate Check Valve Butterfly Valve. Ring
Straight Stop Valve Screwed Mud Box
Type. El. Op.
Lubricating Oil M Straight Stop Valve Straight Stop Valve Oil / Water Seperator Breather and Vacuum
Elec. Operated with Regulating Cone Breaker Valve
Saturated Steam Straight Stop Non Ret. Valve Centrifugal Pump

Pressure Reducing Valve S Ejector
Screwed Self-Priming
Air Pressure Reducing Valve
Spindle Pump FM Flow Meter
Straight Sea Valve Cock and Filter Unit
Bilges
Straight Quick Closing Valve Temp. Valve Regulating Centrifugal Pump Oil/Water-Heat Exchanger
Spring Loaded 3 Way Pneum. Operated
Sewage Discharge
Straight Self Closing Valve 3 Way Cock Straight Single Filter Fan
Spring Loaded
Refrigeration Gas
F Condensate Trap
Pressure Relief Valve 3 Way L Cock Chest With Level Switch
Float Type
Issue: First Illustration 1.6a Mechanical Symbols and Pipeline Colour Scheme
Illustration 1.7a Electrical and Instrumentation Symbols and Colour Scheme
Electrical Signals (Pipeline Drawings) Locally Mounted CP Compound Gauge

Transformer PS Pressure Switch XX DPI Differential Pressure Indicator
Instrument (2 letters)
DPS Differential Pressure Switch
Electrical Control/Instrumentation
(Electrical Drawings) Locally Mounted DPT Differential Pressure Transmitter
Circuit Breaker (HV) TI Temperature Indicator XXX
Instrument (3 letters) FD Flow Detector
6600 V FS Flow Switch
M Motor PI
TI Pressure Indicator XXX Remotely Mounted FM Flow Meter
XXXX Instrument FT Flow Transmitter
690 V
IL Indication Lamp
G Generator LAH Level Alarm High Letters outside the circle
XXX LAH Level Alarm High
400 V of an instrument symbol
XXXX
HH
LAL Level Alarm Low
LAL
indicate whether high (H),
Circuit Breaker (MV) Level Alarm Low LI Level Indicator
high-high (HH), low (L)
450 V or low-low (LL) function LIC Level Indicating Controller
is involved LS Level Switch
Thyristor LI Level Indicator O = Open LT Level Transmitter
230V
C = Closed PAH Pressure Alarm High
6.6kv Transformer IAHL Remote Quantity Indic. PAL Pressure Alarm Low
115V
690V 400V (Two Sec. Tappings) with High/Low Alarm
PI Pressure Indicator
Star Wound PI PIC Pressure Indicating Controller
Remote Pressure Indic. PIAH Pressure Indicator Alarm High
24V Configuration
PIAL Pressure Indicator Alarm Low
Delta Wound PI Pressure Gauge PIAHL Pressure Indicator Alarm High Low
Configuration with Cock
PS Pressure Switch
+ PI PT Pressure Transmitter
Speaker Manometer Gauge
with Cock SAH Salinity Alarm High
TAH Temperature Alarm High
Bus Reactor DPI Differential Pressure TAL Temperature Alarm Low
R
Indicator TI Temperature Indicator
TIC Temperature Indicating Controller
Limit Switch LS Level Switch
TIAH Temperature Indicator Alarm High
TIAL Temperature Indicator Alarm Low
TIAHL Temperature Indicator Alarm High Low
Triac Counter Function
M
TS Temperature Switch
TT Temperature Transmitter
Rectifier FM Flow Meter VAH Viscosity Alarm High
VAL Viscosity Alarm Low
VCA Vacuum Alarm
Inverter
VCI Vacuum Indicator
VCT Vacuum Transmitter
Variable Speed Drive VI Viscosity Indicator
VT Viscosity Transmitter
30A XS Auxillary Unspecified Switch
Fuse
ZI Position Indicator
ZS Limit Switch
Issue: First Illustration 1.7a Electrical and Instrumentation Symbols and Colour Scheme
1.8 Conversion Tables
LENGTH FORCE
Multiply (symbol) By To obtain value in (symbol) Multiply (symbol) By To obtain value in (symbol)
1 metre m 39.37 Inch in 1 Newton N 0.1020 Kilogram-force kgf/kp
1 metre m 3.281 Foot ft 1 Newton N 0.2248 Pound-force lbf
1 metre m 1.094 Yard yd 1 kilogram-force kgf or kp 9.807 Newton N
1 metre m 0.5468 Fathom fm 1 pound-force lbf 4.448 Newton N
1 kilometre km 0.5397 Nautical mile n mile
1 inch in 0.0254 Metre m PRESSURE
1 foot ft 0.3048 Metre m Multiply (symbol) By To obtain value in (symbol)
l yard yd 0.9144 Metre m 1 bar bar 105 Pascal/Newton per sq. metre Pa or N/m2
1 fathom fm 1.829 Metre m 1 bar bar 14.50 Pound-force per square inch lbf/in2 or psi
1 nautical mile n mile 1.853 Kilometre km 1 pound-force per sq. inch lbf/in2 or psi 6895.0 Pascal Pa
1 pound-force per sq. inch lbf/in2 or psi 0.06895 Bar bar
AREA
Multiply (symbol) By To obtain value in (symbol) POWER: MECHANICAL AND ELECTRICAL
1 square metre m2 1550.0 Square inch in2 Multiply (symbol) By To obtain value in (symbol)
1 square metre m2 10.76 Square foot ft2 1 watt W 0.7376 Foot-pound-force per second ft lbf/s
1 square metre m2 1.196 Square yard yd2 1 kilowatt kW 1.360 Metric horsepower PS, ch, CV
1 square inch in2 6.452 Square centimetre cm2 1 kilowatt kW 1,341 Horsepower (Imperial) hp
1 square foot ft2 929.0 Square centimetre cm2 1 metric horsepower PS, ch, CV 75.0 Kilogram-force metre per sec. kgf-m/s
1 square yard yd2 0.8361 Square metre m2 1 metric horsepower PS, ch, CV 735.5 Watt W
1 horsepower (imperial) hp 550.0 Foot-pound-force per second ft lbf/s
VOLUME AND CAPACITY 1 horsepower (imperial) hp 745.7 Watt W
Multiply (symbol) By To obtain value in (symbol)
1 litre/cubic decimetre l or dm3 61.02 Cubic inch in3 POWER: HEAT FLOW
1 cubic metre m3 35.31 Cubic foot ft3 Multiply (symbol) By To obtain value in (symbol)
1 cubic metre m3 1.308 Cubic yard yd3 1 watt W 0.2388 Calorie per second Cal/s
1 cubic metre m3 220.0 UK gallon UK gal 1 watt W 3.412 British Thermal Unit per Hour Btu/h
1 cubic metre m3 264.2 US gallon US gal 1 calorie per second cal/s 4.1868 Watt W
1 cubic foot ft3 28.32 Litre or cubic decimetre l/dm3 1 British thermal unit per hour Btu/h 0.2931 Watt W
1 cubic yard yd3 0.7646 Cubic metre m3 1 ‘ton of refrigeration’ 12,000.0 British Thermal Unit per Hour Btu/h
1 UK gallon UK gal 4.546 Litre or cubic decimetre l/dm3 1 ‘ton of refrigeration’ 3,517 Kilowatt kW
1 US gallon US gal 3.785 Litre or cubic decimetre l/dm3
MOMENTS
MASS Multiply (symbol) By To obtain value in (symbol)
Multiply (symbol) By To obtain value in (symbol) 1 foot pound-force ft lbf 0.138 Kilogram-force metre kgf-m
1 kilogram kg 2.205 Pound lb 1 foot pound-force ft lbf 1.44 Tonne metre t-m
1 tonne(metric ton) t 2205.0 Pound lb 1 metre to the power 4 m4 115,86 Feet to the power 4 ft4
1 tonne (metric ton) t 0.9842 UK ton (US long ton) ton
1 tonne (metric ton) t 1.102 US short ton sh ton LIGHT INTENSITY
1 pound lb 0.4535 Kilogram kg Multiply (symbol) By To obtain value in (symbol)
1 UK ton (US long ton) ton 2240.0 Pound lb 1 lux (lumen per sq. metre) lx=lm/m2 0.0929 Foot-candle ft-candle
1 UK ton (US long ton) ton 1016.0 Kilogram kg (lumens per square foot) lm/ft2
1 US short ton sh ton 2000.0 Pound lb 1 foot-candle ft-candle 10.76 Lux lx
1 US short ton sh ton 907.2 Kilogram kg
TEMPERATURE
Temperature Kelvin (K) Temperature Celsius (ºC) Temperature Fahrenheit (ºF)
1 K-273.15 9/5K-459.67
C+273,15 1 9/5C+32
5/9 (F+459.67) 5/9 (F-32) 1
Issue: First 1.8 Conversion Tables

Page Left Intentionally Blank
Section 2: Main Machinery and Services
2.1 Main Machinery Layout
2.2 Diesel Generators
2.3 Sea Water Systems
2.5 Compressed Air Systems
2.6 Fuel Oil Systems
2.7 Nozzle Cooling
2.8 Lubricating Oil Systems
2.9 Machinery Miscellaneous

Illustration 2.1.1a Main Machinery Layout Deck 1 Compartments 10 - 15
Non Potable
Water Storage
DG preheater H.F.O. Transfer
Terrace Terrace Paddling Port Stabiliser
Pool Jacuzzi Pool H.F.O. Pumps
Grey Water Grey Water L.O. Cooler Auto D.G. 1+2 F.O. Process
Stbd Stern Water Water Water Non Potable Alt 3
Tank 10 Tank 9 Filter Booster Pumps Station
Tube Header Treatment Treatment Treatment Hot Water Storage Earth/ Evaporator No. 1
Tank Unit Unit Unit Resistance L.O. Filters
Box
Pre Lube
Pump Sewage
Milling Process F.O. Supply H.F.O. Separator Treatment
Station Process Pumps Pumps Unit 1
Alt. 3 Diesel Generator No. 3
Station
Stern Tube L.O. Pool Cartridge Grinder Bilge
Fill/Prim. Pump Cleaning Pump Port LO Auto LO Cooler Ballast
P.E.M. Filter Pump 1
Feed Water D.G. 3+4 Fire Pump 2
G.O. Transfer Transfer Pump L.T. CFW
D.O./G.O. Pumps Pumps
Separation Bilge & Ballast
Pumps + 2 Primers
Oily Bilge D.O. Priming Coolers D/G
Lathe Valve 3+4
Reciprocating Pumps D.O. Supply
Control Diesel Generator No. 1 Alt 1 Vacuum
Switch Pumps
Grey Water Board Grey Water Cab. Unit 3
Electric
Tank 11 ME 22 Hacksaw Pumps Cooling
S.W. Pumps
Emergency
Bilge Pump Switch Board Incinerator Auxiliary
ME 21.2 D.O. Pumps S.W. Pump D.G. 3+4
Emergency E.O F.O. Separator
H.T. Coolers
Fill Pumps Pump
ME 21.1 Evaporator No. 2
Switch Board Alt 4
Heeling Pump 2 Earth/
Resistance
Box Grey Water
Diesel Generator No. 2 Alt 2 Tank 7
Bilge Ballast
Incinerator Sewage Unit 3 Pumps & Prim.
Sludge
Shaft Thrust Tank
Bearing
Stbd Economiser Circ. Pumps Dirty/Clean
P.E.M. LO Transfer
Emergency D.G. 2 Pre
Fire Pump Pumps
L.O. Pump
Wet Silos 562.1320 L.T. Cooling Pump 2 L.T. Cooling Pump 1
LO Auto Filter
G.O./D.O. Purifier Pulper S.W.
D.G. 1+2 Aux Cons 1
Vacuum Drain Cooling
Alt 4 Diesel Generator No. 4 L.T. F.W. Coolers CSW Pump
Unit 4 Tank Pumps
Sewage
Grey H.F.O. Separator
Treatment
Water Pumps 3+4
Oily Water D.G. 2 Unit 2
Tank 8 L.O. Cooler
Separator
Pre Lube
Stbd Stern Sludge Pump 1 F.O. Supply
Reservoir Pump D.G. 1+2
Tube Header Pumps
Sludge Pump 2 Tank H.T. Coolers H.F.O.
Tank D.G. 3+4 F.O.
Auto Booster Pumps Process
Waste Oil Pump L.O. Cooler L.O. Filters
Incinerators Filter Station
Stbd Stabiliser DG preheater Boiler F.O.

Pumps
Boiler F.O.
Heater
Hotwell Boiler Feed
Pumps
Under
Compartment 15 Compartment 14 Compartment 13 Compartment 12 Compartment 11 Compartment 10
Deck 1
Issue: First Illustration 2.1.1a Main Machinery Layout Deck 1 Compartments 10 - 15

Illustration 2.1.1b Main Machinery Layout Deck 1 Compartments 4 - 9 and Deck 5 Aft
Riviera Crystal
Pool Water Jacuzzi
Crystal Treatment Treatment Riviera
Pool Water Unit Unit Jacuzzi
Treatment Treatment Grey
Unit Unit A/C HTG Water Aft
Water Hydrophore Tank 4.1
Mooring
Jacuzzi 3 Non Potable Deck Emergency
Treatment Water Hydrophores
Unit Non Potable
Generator 2
Fire Main Exp. Tank Water Calorifier
H.P. Washer Tank 1
Terrace Pool Fill Pump A/C Reheater Topping Up Fire Pump
Pool Cleaning Tk
Crystal Pool Fill Pump Vacuum CO2 Bottle Store (Systems)
Riviera Pool Fill Pump C.W. Pump 1 Emergency Fire Pump Unit 1
A/C Reheat Non Potable Water
Crew Pool Fill Pump Pump Pumps 1+2
Flat Bed
Emergency Fire Pump Starter Ironer
Battery Room
A/C S.W. Pump 1 Starter
Hi Fog
A/C Comp. 1 A/C S.W. Pump 1 Unit
Sprinkler Potable Water Main Tumble
Sprinkler Starter Pump 1 Pumps
F.W. T/U Driers
Grey Water
Sprinkler Starter Pump 2
Tank 6 Heeling Pump
Switchboard Sprinkler Pumps & Potable Water

ME12 Hydrophore Service Chlorine Analyser
Switchboard
ME11
Emergency
Hot Potable Water Laundry Switchboard
Grey Circulation Tank
Valve Control Cab. Water Equipment
Tank 5 Hot Potable Water
A/C S.W. Pump 2
Circulation Pumps
A/C Comp. 2 Main Washing
Machines
C.W. Pump 2
A/C S.W. Pump 3
Evaporator/
Bunkering Emergency
Water Generator 1 Crew
Treatment Vacuum Recreation
Unit 2 Room
A/C Comp. 3
Soft C.W. Pump 3

Water
Grey
Plant
PW Backflush Tank Water
A.C. Grey Potable Water
Tank 3
Service Chilled Water Heaters
Hydrophore
Water
Comp.
A/C Preheaters 1&2 Tank 4.2
No.1 No.2
Min. Neutraliser
Filters
Deck 5 Zone 7
Compartment 9 Compartment 8 Compartment 7 Compartment 6
Deck 1
Issue: First Illustration 2.1.1b Main Machinery Layout Deck 1 Compartments 4 - 9

Illustration 2.1.1c Main Machinery Layout Deck 2 Compartments 10 - 15
Mixing Tank
No. 2 Start F.O. Table
Air Compressor
Starting Air D.O./G.O.

Compressor Receiver Separator
L.O. Separator
Electrical F.O. Separator
Workshop L.O. Heaters F.O. Heater
F.O. Heater
Process F.O. Separator
Diesel Engine No.3 Station L.O. Separator
Evaporator 1
Process
Station
Evaporator 1 H.T.
Circulation Pump
D.G 3/4
H.T. C.F.W. Alt. No.1
Pump 1+2
Diesel Engine No.1
Earth/Resistor
Port PEM Top Box
Evap 2
H.T. Circulation
Sewage
Diesel Engine No.2
Unit 3
Evaporator 2
Alt. No.2
Miscellaneous Oil Tanks Earth/Resistor
Box
Working L.O. Separator
L.O. Heaters
Working Air Compressors F.O. Separator
Air Driers Wet Waste
F.O. Heater
Silos Diesel Engine No.4 Surplus
L.T. Cons. F.O. Heater
Stbd PEM Top Cooling Condensors
F.O. Separator
Working Air D.G. 1+2 Dirty Drain
Reciever H.T. C.F.W. Coolers
Reservoir Cooling Pumps
Water Process 543.5130
Tank Station L.O. Separator L.O. + F.O.
Dosing Auxiliary Cons.
L.T. Cooling Pumps Separators
Starting Air Clean Drain

Incinerator F.O. Table
Provision Refrigeration Compressor 1 Coolers
Compressors Incinerator Aux Consumers Aux Consumers Starting Air Mixing Tank
2 LT Cooler LT CFW Pump 2 Compressor Receiver
Compartment 15 Compartment 14 Compartment 13 Compartment 12 Compartment 11 Compartment 10
Deck 2
Issue: First Illustration 2.1.1c Main Machinery Layout Deck 2 Compartments 10 - 15

Illustration 2.1.1d Main Machinery Layout Decks 3 and 4 Compartments 11 - 14
Port PEM
Excitation
Transformers
Harmonic Filters Oven
Port SETO SEO

Welding CTO Office Office
Converter Shop Office
No.2 Propulsion Technical
Transformer 502.9220 502.9210 502.9120 502.9110 Grinder
Office
Technical
Fuel pp Ups Store Store Library
Lathe
Port Mn Bd Ups
Converter Ring Engine Control Room
DG3 Mn Bd Ups Reactor
Machine
No.1 Control Shop
Propulsion
Transformer DG4 DG1 Control
Control
Process DG2
Station Control Air Comp
P6.0 CW Header
Process
Propulsion Tank
Station
Transformer P5.0
Main
Switch
Board DG1/2 DG1/2
Main M10 HP Air HT Exp LT Exp
Propulsion Switch Fan
Transformer Tank Tank
Board
M20 M20.1 M20.2
HP Air
Boiler/Econ Blowers
Propulsion Propulsion Cleaning Water
Local Transformer Collection Tank
No.1 Start DG1/2
Control Air Comp Aft Forward
Nozz Clg
Console Clg Tank Pumps Boiler Boiler
Economiser
Stbd TRS TRS Wash Water
Converter HP Air TRS TRS
Propulsion Ring 3 4 DrainTank
Fan 1 2
No.2 Transformer Reactor
M10.1
DG 3/4
Switchboards
Nozzle
Clg Pumps M10.2
Propulsion Garbage
Transformer Incinerator Water DG3/4
Press LT Exp
Tank Densifier
Process/control Shredders
DG3/4
HT Exp
Propulsion Tank
Sorting Glass
Stbd Transformer Ash
Table Crusher
Converter Bagger
No.1
Incinerator Control Panels Garbage
Ash Chute Incinerator Lift
Stbd PEM
Excitation
Transformers
Compartment 14 Compartment 13 Compartment 12 Compartment 11 Compartment 14 Compartment 13 Compartment 12
Deck 3 Deck 4
Issue: First Illustration 2.1.1d Main Machinery Layout Decks 3 and 4 Compartments 11 - 14
Illustration 2.2.1a Diesel Generator Engine
Exhaust Pipe Outlet H.T.

Blow-off Pipe Circulation Turbocharger Air Cooling
Inlets Water Cooling
Fuel Injection Charge Air Inlet Water
Pump Manifold Outlet
Starting
Valve Air
Inlet
Charge Air
Oil Inlet Cooler
Drain
Engine Driven
Charge Air Cooling Water
Cooler Pumps
Engine Driven
Lube Oil
Pumps
Crankcase Camshaft *Note: Turbochargers Are Fitted

Side Elevation to Drive End on DGs 3 and 4 N.D.E. Elevation
Doors Covers
MAN B&W 14V 48/60 Four Stroke Diesel Engine
Issue: First Illustration 2.2.1a Diesel Generator Engine

2.2 Diesel Generators General Engine Description Lubricating Oil System
2.2.1 Diesel Generator Engines There are four identical engines, each driving an alternator. The engines are of Lubricating oil for the bearings, cylinders and turbochargers is stored in the
the four-stroke, trunk piston type and are unidirectional. Constant pressure circulating DB and is circulated through the system by two engine driven
Make: MAN/B&W turbocharging is applied, there is one turbocharger to each bank of cylinders. pumps. An electrically driven prelubrication pump operates during engine
No. of Sets: 4 The temperature of the charge air is reduced in a two stage intercooler. starting and ensures that there is sufficient oil at all bearing surfaces until the
Model: 14V/48/60 engine driven pumps are operating. The engine driven LO pumps draw oil
Pistons are of the composite type with forged steel crowns and modular cast
Type: Four-stroke, trunk piston, Vee-form. from the circulating DB via magnetic filters and pass it through an automatic
iron skirts. Cooling of the pistons is provided by oil from the crankcase. Oil
Constant pressure turbocharged backflush filter. The oil then passes to a cooler and then to the engine LO
passes up the hollow connecting rod from the main bearing and bottom end
Serial No.s (1 to 4): distributor pipe via an indicator filter; the distributor pipe is situated between
bearing. This oil is then directed to the cooling space in the piston crown by
Max. Power: 13,650kW (nominal) the two banks of cylinders. A pressure regulating valve at the end of the
means of a spring loaded funnel which contacts the upper end of the
Speed: 514rpm distributor pipe regulates pressure in the pipe and excess oil flows back to the
connecting rod. Oil falls back to the crankcase through holes in the piston skirt.
Direction of rotation: Clockwise DB. From the distributor pipe, oil is directed to the main bearings, then to the
Piston crowns are fitted with four piston rings, the upper three being
Cylinder bore: 480mm bottom end and top end bearings and also to the pistons, where it serves as a
compression rings and the lower ring acting as a seal between the piston and
Piston stroke: 600mm coolant. Oil also flows to the camshaft bearings and the cam boxes, the
cylinder liner. Pistons are of differential form, which means that the crown has
No. of Cylinders: 14; 7 in each bank governor drive and rocker boxes. The cylinder lubricating pump takes from the
a slightly smaller diameter than the skirt.
Fuel consumption: 177 g/kWh (based upon 14,700 kW output under ISO LO distributor pipe.
3046/1 reference conditions) The cylinder liners are of a special cast iron which has high mechanical
LO consumption: 14.7kg/h strength and good self lubricating properties. The liners have a thick wall Separate oil supply pipes lead from the distributor pipe to the turbochargers.
Cylinder mep: 22.6bar section, in order to resist deformation during firing and they are water cooled The engine speed governor has its own LO system.
Ignition pressure: 180bar at the upper part only. A top land ring (or fire ring) is fitted at the top of the
Mean piston speed: 10.3m/s liner, being held in place by the cylinder cover. This top land ring has a slightly Main bearing temperatures are monitored by means of temperature probes in
Compression ratio: 14.4:1 smaller diameter than the liner itself and this is designed to suit the differential the bearing covers, Pt 100 resistance temperature probes are used. The cables
piston. Any coke or carbon which forms on the edge of the piston crown is from the probes run in the crankcase to the height of the cable channel at the
Timing scraped off by the top land ring, thus preventing the build-up of a large coke A side of the engine and then run outside the crankcase. The crankcase is
Inlet valve opens: 52º before TDC layer. Coke layers on the piston crown which come into contact with the liner, provided with an oil vapour detector in order to safeguard against the risk of
Inlet valve closes: 38º after BDC have a polishing effect on the liner surface and a highly polished surface crankcase explosion. It is essential that this detector device be checked
Exhaust valve opens: 63º before BDC impedes the formation of an effective oil film on the liner surface. The top land frequently and its alarm operation tested. Splash oil monitoring is fitted to
Exhaust valve closes: 44º after TDC ring is cooled by water passing up from the top of the liner. monitor the main bearing oil outlet temperature and provide early warning of
Valve overlap: 96º high temperatures and overloading. Alarms and engine shutdowns will be
Starting air valve open: 2-3º after TDC Cylinder liners are splash lubricated from the crankcase and by a forced initiated when set parameters are exceeded. See the manufacturer’s
Starting air valve close: 116º after TDC lubrication system. Splash oil lubricates the lower part and the upper part of the documentation for further in-depth information.
liner is lubricated by a pressure pump and quills. Electrical oil pumps supply
Turbochargers pressure oil to a distributor which then supplies the individual lubrication Cooling Water System
Make: ABB points at the cylinder liners. Oil scraped off the liner returns to the crankcase.
No. of sets: Two per engine The engine cylinders and cylinder covers are water cooled in order to keep
Model: NA 48/S Cylinder heads are provided with bore cooling at the lower face. There are two temperatures reasonable and so maintain material strength; the cooling system
exhaust valves and two air inlet valves in each cylinder head. Exhaust valves is designed to prevent high temperature gradients within the engine, these high
Coupling: Vulkan RATO-S Series 2300 Rigid Membrane are of the caged type, the cages being water cooled. Exhaust valves are fitted temperature gradients result in thermal stress. Fresh water is used for cooling
with valve rotators on the valve stems to provide rotation through the action of and this is chemically treated to inhibit corrosion.
the exhaust gas flowing past. A thrust bearing at the upper end of the valve
stem allows the valve to rotate. This rotation counters the local high thermal Water from the HT CFW system circulates around the cylinder liners and
stress and prevents the build-up of deposits on the seat. The air inlet valves are through the cylinder heads, it also acts as a primary coolant for the combustion
fitted with mechanical valve rotators. The inlet valve stems and seats are charge air. Water from the LT CFW system acts as the secondary coolant for
lubricated at low engine loads from a scavenge air oil injection system. the combustion charge air and also as the coolant for the LO circulating in the
system. At the charge air coolers, moisture in the air condenses and this is
A single fuel injector is fitted centrally in the cylinder head. The cylinder heads removed from the charge air system via condensate traps.
are also provided with a starting air inlet valve. The engine is started with
compressed air at 30bar, the supply of air to the cylinders being controlled by The engine cooling system may be drained in order to allow for maintenance.
a starting air distributor.
Issue: First 2.2.1 Diesel Generator Engines Page 1

The turbochargers have non-cooled bearing casings and so no cooling water Camshaft Fuel Pump and Fuel Oil High Pressure Pipes
supply is required.
The camshaft sections are joined by means of conical sleeves. Apart from the Fuel injection pumps are of the helical control type and are driven by means of
Fuel injector nozzles are cooled by circulating FW from a separate system. The starting air cam, the cams are hydraulically shrunk onto the camshaft. For each cams. There is one fuel injection pump and one fuel injector per cylinder. High
system is separate in order to prevent the risk of contamination of the main unit of the camshaft, there is one fuel injection cam, one air inlet valve cam, pressure fuel from the pump is delivered to the injector by means of a high
cooling system by fuel oil should leakage occur at one of the injectors. one exhaust valve cam and one starting air cam. All shrunk-on cams have pressure fuel pipe surrounded by a protective hose. Any leakage from the high
smooth profiles to allow for controlled lifting and falling of the cam followers. pressure pipe is contained by the protective hose and directed to an alarmed
Fuel Oil System The starting air cam is split and is bolted to the camshaft; it has a raised section collecting tank. Fuel injectors are cooled by circulating water in the nozzle
which contacts the pulse pipe of the starting air pilot valve and prevents cooling system. This prevents overheating of nozzle tips which could have an
The DG engines normally operate on HFO which is supplied to them under venting during that period of contact. adverse effect on performance. During periods of low load running, the nozzle
pressure by electrically driven pumps. The supply pressure is 1bar above the cooling system has the effect of keeping the nozzle temperatures near that
evaporation pressure of water, at the temperatures involved in the fuel system; Starting Air System which is required for optimum performance.
this prevents gassing up of the fuel injection pumps during their suction
periods, due to evaporation of any water in the fuel. There is a separate fuel oil The engines are started using compressed air which is injected into the Governor
supply system for the forward pair of engines, No.s 1 and 2, and another for cylinders in a timed sequence which causes the crankshaft to turn. In order to
the after pair, No.s 3 and 4. The HFO is heated to a temperature which will allow for starting at all times, when an engine is designated for starting by the The DG engines are provided with a Woodward electronic governor linked to
provide optimum atomisation at the fuel injectors. Fuel supply pipes are lagged power management system, the compressed air valves to the engine must a Woodward Digital Synchroniser and Load Control (DSLC) system. The
and trace heated in order to reduce heat loss. There are filters in the fuel supply remain open. Starting air pressure is 30bar and for the control equipment, the DSLC is a microprocessor based generator load control which operates with
system from the HFO service tanks and a final set at the entry to the individual pressure is reduced to 8bar. During starting compressed air flows through the DG engine Woodward speed control and the automatic voltage regulator to
engines. The fuel supply to the engine is kept at a constant pressure by means engine line 7171 to the main starting valve and then into each cylinder in provide synchronising, parallelling, loading and unloading of the alternators.
of the pressure control valve located at the end of the engine fuel supply sequence via a pneumatically controlled cylinder starting valve. The control air The system adjusts the engine fuel rack in order to maintain the required speed
manifold. Buffer pistons connect with the fuel manifold and these dampen the can come from the same line 7171, but may also be taken from a separate air and allows for equal load sharing during multiple engine operation. Digital
shock pressure which can occur in the fuel line. receiver and enters the control system via line 7172. When the compressed air signals allow for improved accuracy compared with analogue signal systems.
supply valve to the engine is opened, air flows to the main starting valve and
Each engine cylinder is provided with a cam actuated fuel injection pump of also to the control valve. At the same time air will flow, as control air, through The load control can be selected as either a proportional or integrating
the helical control type; pipes carrying the fuel to, as well as the return from the air filter to the pilot valve provided that the turning gear blocking valve is controller, proportional control providing for smooth load change whilst
the individual fuel injection pumps, are provided with cocks so that individual clear and the emergency stop system is not activated. When a start is activated integrating load control provides for accurate load sharing when operating in
pumps can be isolated for removal and replacement. The quantity of fuel by the control system or automatic system, air is directed to the starting air parallel. The engines have proximity switch speed sensing transducers and an
supplied by the fuel injection pump is varied by movement of the fuel rack and pilot valves and the control valve. The control valve opens the main starting electro-hydraulic fuel regulating governor (Woodward PG-300). The governor
that is under control of the governor system. valve, allowing compressed air to the cylinder valves. The starting air pilot is provided with a booster servomotor which is activated when starting air is
valves then send pilot air to open the cylinder valves. As the engine rotates, the supplied to the engine. The booster is used to help the DG engine start quickly
Camshaft Drive starting air pilot valves control the opening and closing of the cylinder starting as it moves the governor output fuel control linkage towards the maximum fuel
valves. The starting signal also sends air to the governor booster servomotor. position at engine start. This booster is necessary as it takes time for the
The camshafts are rotated by the crankshaft through a system of gears, the gear hydraulic part of the electro-hydraulic governor to react at starting speed and
drive arrangement being located at the coupling end of the engine. The When operating on automatic start, there is no opportunity for prior blowing this would result in low fuel injection rates, causing the engine to start slowly.
flywheel is arranged on the coupling flange. The engine turning gear is situated through the cylinders to check for water or oil. The slow turning device is
at the coupling end of the engine. A torsional vibration damper is fitted to the activated and turns the engine over slowly for about 2.5 revolutions. When the Turbocharger
crankshaft at its free end. A blocking system prevents the engine from being 2.5 revolutions have been completed, the main air starting system is activated.
started when the turning gear is engaged. LO pumps are driven by the There are two turbochargers fitted to each DG engine, one for each bank of
crankshaft at its free end, a gear wheel being located at the end of the torsional Slow turning uses the same system as main starting but air is supplied at a cylinders. The turbochargers operate on the constant pressure system where
vibration damper for this purpose. reduced pressure of 8 bar by throttling in the main supply. If there is a exhaust gas from all the cylinders in that bank flow into the large volume
hydraulic lock, this pressure is insufficient for the engine to turn over against exhaust manifold which then supplies gas to the turbocharger. The turbine is a
it, the 2.5 revolutions are not completed in the set time and an alarm sounds. single stage radial unit.

Turbocharger Jet Assist System Exhaust Gas Waste Gate (Blow-off Flap) Charge Air Bypass System
The NA type turbocharger fitted to the main engine has a short, low mass rotor The turbochargers are matched to the engine in order to provide for optimum During part load operations of between 25% and 60% of the full load, the
which has good acceleration response when the engine load changes. Rapid performance at part load rather than maximum load. This means that at higher volume of air available for the engine in the charge air manifold may be
response is important as the air supply to the engine is critical to cylinder loads there may be more exhaust gas energy than the turbocharger requires to insufficient for optimum engine performance. The air pressure in the manifold
combustion and engine performance. Even with the good response of the meet the demand for combustion air. In the upper load ranges, turbocharger will also be low and because of this low pressure, the load increase
turbocharger, there are times when even shorter response times are overspeed may occur due to the exhaust gas supply to the turbine being in characteristics of the engine may be impaired, resulting in exhaust smoke.
advantageous, such as during periods of rapid load change when manoeuvring. excess of that which is required to drive the impeller. In order to prevent
It should be remembered that the main engines are used to drive generators turbocharger rotor overspeed, an exhaust gas waste gate is fitted before the In order to increase the air available to the engine cylinders during low load
which supply power to the propulsion motors, the ship’s electrical machinery entry to each turbocharger. The waste gate (or blow-off flap) is a pneumatic operation, some of the charge air from the air manifold is blown into the
and to meet the hotel load. If the engine cannot respond rapidly to the change flap valve which diverts some of the exhaust gas around the turbocharger thus exhaust manifold through a throttle valve and ducting. The resultant pressure
in load it can have a detrimental effect on the propulsion motors and the reducing the driving energy directed to the turbocharger and therefore reducing increase in the exhaust manifold leads to a higher turbine speed and a
electrical equipment throughout the ship. Additionally the poor cylinder the rotor speed. subsequent higher charge air pressure.
combustion can result in soot being emitted from the funnel and soot deposits
on the turbocharger, the uptakes and the economiser surfaces. An exhaust pipe is fitted between the waste gate and the exhaust gas uptake The throttle valve and ducting are located at the drive end of the engine on
after the turbocharger so that exhaust gas, which flows through the waste gate, generators 1 and 2 and at the non-drive end of the engine on generators 3 and
The jet assist system provides a means whereby the turbocharger can be may rejoin the main flow to the economiser and funnel uptake. The electro- 4. Control of the throttle valve is by means of a pneumatic actuator and this is
accelerated when additional air supply is required, in order to meet transient pneumatically controlled waste gate is located conveniently on top of the regulated as a function of engine speed from the fuel pump rack setting.
sudden demand. Compressed air, from the starting air reservoirs, is used to engine exhaust ducting just before the turbocharger. Indicator handles show the
accelerate the turbocharger rotor. The air is taken from the starting air supply position of the waste gate. Exhaust Gas System
line after the starting air inlet valve to the engine and is directed to the engine
turbochargers via a pressure reducing valve which is activated by solenoid The pneumatic valve which operates the waste gate is supplied with air from Exhaust gas leaves the cylinder heads on the opposite side from the charge air
valve M307. This solenoid valve is operated by the control system when it the control air supply to the engine and the air supply is controlled by solenoid inlet, the exhaust manifolds running the length of the engine in the centre of
senses that the turbocharger response to a sudden load increase is not rapid valve M367. The turbocharger speed is used as the criterion for activation of the Vee. Temperature monitoring sensors are located at each cylinder exhaust
enough to meet the combustion air supply requirement. At the pressure the waste gate, but if the speed sensing unit becomes inoperative, activation is and at the turbocharger turbine inlet and outlet.
reducing valve, the starting air supply pressure of 30bar is reduced to 5bar and governed by fuel admission to the engine.
this is directed to the compressor casings of the turbochargers. Inclined bored The exhaust manifold is made up of cylinder length sections clamped to the
passageways in the compressor casing direct the air onto the turbocharger Charge Air Blow-off cylinder heads and joined to each other by means of flexible connection pieces
compressor wheel (the impeller) and the effect is to rapidly increase the to allow for thermal movement. The exhaust pipes, from each of the two
rotational speed of the turbocharger rotor. This increase in rotational speed The mass of air delivered to the cylinders for optimum combustion is governed turbochargers on an engine, join about 2m above the engine and the single pipe
draws more air into the impeller and so the turbocharger delivers an increased by the air pressure and its temperature. Depending upon climatic conditions, then proceeds to a water trap and then the exhaust gas economiser associated
mass flow of air to the engine. The air injected into the compressor casing to particularly with low ambient air temperatures, an excessive air mass may be with that engine.
increase the rotational speed contributes to that increase in air mass delivery. delivered at a particular delivery pressure. This high air mass can result in
As soon as the control system senses that the sudden load increase period has abnormal engine operation and the pressure must be reduced. The air pressure After the exhaust gas economiser, there is a silencer and then it finally exits at
ceased, the solenoid valve is closed and air supply to the jet assist unit ceases. limit is set for the engine and if it is exceeded, air must be released from the the funnel top. Sections of exhaust pipe are joined using bellows pieces to
air supply manifold after the cooler. compensate for thermal movement. All parts of the exhaust pipe system are
Operation of the jet assist system is limited to a fixed load range and it is lagged with mineral wool.
restricted in operation in order to ensure that there is sufficient starting air Reduction in air pressure delivered to the engine air manifold is achieved by
available for engine starting procedures. In order to allow for operation of the releasing air from that manifold via a flap valve fitted to the blow-off pipe. The
jet assist system, the starting air supply to all operating engines must remain flap valve is electro-pneumatically controlled. Air is released into the engine
open. room. Air pressure in the charge air manifold serves as the criterion which
controls the opening of the blow-off flap valve. A secondary condition is that
of the air temperature. If the air pressure is below the limit value, the flap valve
remains closed but if it is higher than the limit value and the air temperature is
lower than the limit value, the flap valve is opened to release air.
The system only operates under certain climatic conditions when the suction
air temperature in the engine room is abnormally low.

Scavenge Air System Procedure for Cleaning the Compressor Side of the Turbocharger Procedure for Water Washing the Turbocharger Turbines
Air intake to the turbocharger is directly from the engine room via a filter and a) Fill the cleaning tank with fresh water to the correct level. a) Reduce engine load to 10%, or preferably 0% and allow the
sound damper. The turbocharger impeller imparts high velocity to the air engine conditions to stabilise for 15 minutes.
which then flows to the volute casing and diffuser where the velocity energy is b) Open the air valve to the cleaning tank, in order to pressurise the
converted into pressure energy. Compression increases the air temperature and tank using the charge air pressure developed by the turbocharger. b) Open the drain cocks from the turbocharger turbine casing and
from the volute and diffuser, the air then flows to a cooler which reduces the check that the line is clear by the flow of exhaust gas out. If
air temperature, in order to increase its density. c) Ensure that the pipe connections to the cleaning nozzles on the air necessary clear the line.
system are tightly connected.
A two stage air cooler reduces the air temperature, the cooler being located in c) Open the flap on the injection pipe lead-in and insert the injection
the air outlet casing from the turbocharger. The cooling process can result in d) Note the pressure change across the turbocharger compressor. lance and clamp in place.
condensation of water vapour in the air and these condensed water droplets can
remove the oil film from the cylinder walls if they enter the cylinder, thus e) Open the valve(s) from the cleaning tank to the cleaning nozzles d) Connect the cleaning hose to the fresh water supply pipe located
increasing cylinder wear. Condensation water pipes in the air discharge casing and discharge the contents of the tank to the cleaning nozzles. at the bulkhead, at the turbocharger end of the engine (there are
allow for the removal of condensed water from the charge air. Air flows into two connections, one for each turbocharger).
the charge pipe which runs the length of the cylinders and from there flows to f) Note the pressure change across the turbocharger compressor and
the individual cylinders in that bank through air inlet valves. repeat the cleaning procedure if necessary. e) Open the stopcock at the injection point and the supply valve at
(Note! If turbocharger vibration is noticed after the cleaning procedure the the hose connection. The valve numbering is in the following
Sections of the charge air pipe are connected elastically to allow for movement engine must be slowed immediately to prevent damage.) table:
due to temperature variations.
Procedure for Cleaning the Turbine Side of the Turbocharger Description Valve
Turbocharger Cleaning
No.1/2 DG turbocharger turbine cleaning water supply valve 721A1070
The turbine side of the turbocharger is cleaned by injecting pure fresh water
Regular and frequent cleaning of the turbocharger system is essential to into the exhaust gas flow before the turbine nozzle, using the water lance. No.3 DG turbocharger turbine cleaning water supply valve 721A1075
maintain optimum performance. The effectiveness of the cleaning process Cleaning should be carried out at about 250 hour intervals, but the interval
No.4 DG turbocharger turbine cleaning water supply valve 721A1077
should be checked immediately it is completed and cleaning repeated if it has between cleaning depends upon the level of fouling on nozzles and blades.
not improved performance sufficiently. This fouling depends upon the quality of fuel being burned and the quality of f) Allow water to flow to the turbine cleaning lance for about 10 to
combustion in the cylinders of the engine. Although an interval between 15 minutes until clear water flows from the drain. The time taken
The charge air cooler is cleaned by injecting special cleaning fluids with the cleaning may be arrived at after a period of time in operation, that interval can for the water to clear is indicative of the degree of fouling.
engine stopped and the cooler isolated, by means of blind discs inserted after change for the reasons outlined above.
the compressor outlet and before the charge air pipe inlet. g) On completion, close the supply valve and the stopcock at the
Engine operation should be monitored for signs that the turbochargers are turbine injection point.
The compressor side of the turbocharger is cleaned by injecting a quantity of suffering from fouling on the gas side. Indications of this are a change in
water into the inlet air stream, the water removing the light oily/carbon charge air pressure, a change in turbine speed and reduction in exhaust h) Remove the injection lance and close the injection pipe lead-in
deposits for the impeller and air casing surfaces. temperature drop across the turbine at a particular engine output. Turbine with the flap. Disconnect the supply hose from the supply valve
deposits can result in surging and the engine load must be reduced immediately connection.
if surging is experienced and the actual cause determined. i) Drain the injection lance and supply pipe and store them safely.
If vibration is experienced this may also be indicative of heavy fouling but it j) Close the turbine casing drain cocks.
is unlikely to be cured effectively by in-service cleaning. If turbocharger
vibration is experienced the turbocharger should be inspected to determine the k) Allow the engine to run at low load for 10 minutes to allow the
cause. Cleaning at frequent intervals is easier as the deposits are lighter and turbine to dry and then gradually increase engine load.
more readily removed.
l) Check for vibration as the engine load is increased. If any
It is essential that MAN B&W’s instructions regarding turbocharger cleaning vibration is experienced, immediately remove the load and repeat
are observed in order to avoid turbine damage. The engine load should be the cleaning operation. If vibration is still experienced, the turbine
reduced to a maximum of 10% and more preferably 0%. The conditions should must be manually cleaned.
be allowed to stabilise before starting cleaning. Water is injected using the
washing lance inserted into an opening in the exhaust gas supply duct to the
turbocharger.

Engine Operation Routine Engine System Checks Preparation for Shutting Down an Engine in Local/Remote Control
Preparation for Starting the Engine after a Prolonged Downtime or an Checks are as required by MMS, but will include the following: a) The engine load should be reduced gradually until the engine is
Overhaul operating on no load.
a) Fuel should be sampled as bunkers are taken and the samples
a) Ensure that the fuel system is fully primed and that all fuel filters should be analysed. The results of the analysis will indicate if any b) Activate the engine stop in the ECR and the control system will
have been cleaned. additional treatment or procedures are necessary before the fuel is move the fuel rack to the zero fuel position and stop the engine.
burned in the engines.
b) If an engine has been shut down on HFO, the fuel heating system c) The CFW circulation must be maintained and if the engine is to
must be operated and fuel circulated, so that all parts of the b) The LO should be sampled and analysed at recommended be taken out of service for maintenance, the temperature can be
system are at the required temperature. intervals. The results of the analysis will indicate whether any LO allowed to reduce gradually.
treatment is required or if the charge needs to be replaced.
c) Circulate the nozzle cooling water, heat the water to d) If maintenance is to be carried out on the fuel system, it should be
approximately 55ºC and maintain this temperature. c) Sample the cooling fresh water (CFW) for the concentration of changed to DO circulation before stopping if the trace heating or
corrosion inhibitor and replenish as necessary. steam heating have to be shut down during the required
d) Remove sludge from the cooling water system and vent the maintenance.
system of air. d) During engine operation, the LO and CFW temperatures and
pressures should be checked. Abnormal changes in pressure or e) If the engine is being shut down because of low load demand but
e) Take a sample of the cooling water and replenish inhibitor temperature will indicate defective operation or failure of is to remain on standby duty, the cooling fresh water, nozzle
chemicals if necessary. components. High or low temperatures and pressures will initiate cooling water and the fuel system must be kept circulating at the
f) Circulate the cooling water system and bring all the parts to the alarm conditions, but changes in temperature and pressure across required temperature.
same temperature gradually. A temperature of 60ºC must be components such as coolers and filters will indicate a need for
achieved and maintained. cleaning which may be undertaken before an alarm condition is Local Starting and Stopping of the Engine
reached.
g) Take a sample of the system LO and analyse. Although engines would normally be started and stopped from the ECR via the
e) Check for LO, CFW and fuel oil leaks; rectify as soon as possible. IMACs system, it is possible, and sometimes necessary, to start and stop an
h) Clean all LO system filters. engine locally from the engine. In the event of an emergency such as
f) Check cylinder performance and balance cylinder power as lubricating oil pump failure or failure of the cooling system the control system
i) Switch on the prelubrication pump and turn the engine using the required. will automatically unload and stop the engine.
turning gear for 2 revolutions. Check the freedom of movement of
the engine by noting the turning gear load (particularly important g) Check the operation of the crankcase oil mist detector and test the Procedure for Stopping the Engine Locally
if engine maintenance work has been carried out). The LO alarm at least once each day.
temperature should be about 40ºC. Depending upon the circumstances, the fuel system may be changed over to
h) Check bearing temperatures; even though an alarm trigger diesel fuel oil operation. The load must be removed from the engine before it
j) Check the tightness of cylinder head starting air valves and temperature may not have been reached, the gradual increase in is stopped.
injectors bearing temperature can indicate problems which require
investigation. a) Check that the engine is unloaded.
Preparation for Starting the Engine after a Short Downtime
i) Check engine shutdowns as required by MMS for exhaust b) Press the emergency stop button at the engine control stand. This
Follow the same procedure as above, except that the sampling of LO and temperatures, bearing temperatures, high lubricating oil activates a pneumatic stop piston which moves all fuel injection
cooling water will not be necessary, nor will the removal of sludge or venting temperature, exhaust scatter etc. pumps to zero admission.
of the jacket water system. Where engines are shut down for short periods and
remain under the control of the power management system they must always j) Splash oil monitor alarms and shutdowns in accordance with
be ready for restarting, with the cooling water and fuel system kept warm and MMS.
circulating.

Procedure for Starting the Engine Locally Engine Operation under Emergency Conditions Procedure for Operation of the Engine in the Event of Failure of a
Cylinder Cover
a) The engine prelubrication system must be operated and the fuel CAUTION!
system heated, if the engine is to start on HFO. If any engine malfunction occurs the engine should ideally, be stopped, the (i.e. Exhaust or air inlet valve systems.) (Details of the work required in
matter investigated and the fault rectified before the engine is restarted. Under removing the rocker arms and push rods is to be found on work cards 111.01
b) Check that the engine is warmed through and that the cooling some circumstances, it may not be possible to stop the engine as it has to be and 112.01.)
system is operational. kept operational. It should be emphasised, however, that if there is a serious
mechanical failure of main components, the engine must be stopped, because a) The engine must be stopped and the exhaust valve and air inlet
c) Check that the turbocharger lubricating system is functioning. to continue operation under such conditions will inevitably result in major valve systems disabled, by removing the valve push rods. Blanks
engine damage and the rapid shutdown of the engine anyway. If a cylinder is must be used to seal openings from the cam box. The work to be
d) Check that there is sufficient compressed air in the starting air cut-out by stopping the fuel system on that cylinder or by removal of the piston undertaken depends upon the nature of the failure and is covered
receiver and that all the valves are open. and connecting rod there may be balance problems. The engine builder should in the engine maintenance manual.
be consulted regarding critical speeds when cylinders are cut-out. The engine
e) At the local control panel, set the actuating lever to the LOCAL should not be operated if there is a critical speed close to the engine operating b) Disable the fuel injection system for the cylinder concerned.
position. speed. There may be a risk of the turbochargers surging with particular
cylinders cut-out and the engine must not be operated under turbocharger surge c) Check that there will be no vibration and critical speed problems
f) At the local panel, adjust the nominal speed to approximately conditions. with that particular cylinder cut-out.
30% using the fine regulating valve.
Procedure for Operating the Engine in the Event of Failure of the Fuel d) Check the engine operational systems and start the engine locally.
g) Check that the system blocked (do not start) indicator is not Injection Equipment of One Cylinder
illuminated. e) Put the engine on load and closely monitor the operating
If the fuel injection equipment of one cylinder fails, the engine may still be conditions for the engine room as in the procedure for a cylinder
h) Press the START button until the engine starts running. operated with that cylinder put out of operation. A check must be made that the fuel system failure.
cutting out of that particular cylinder will not result in a critical speed at the
i) Adjust the nominal speed to that required. engine operating speed. (Details of the work to be undertaken are to be found f) As soon as possible, shut down the engine for permanent repair.
on the engine work card 200.01.)
j) Check the operation of the engine and if satisfactory for operation Emergency Engine Operation on Failure of One Turbocharger
a) Reduce the engine load as far as possible.
on load, transfer control to the management system.
The main diesel generator engines are of the Vee form with two banks of
b) Move the stop piston of that cylinder’s fuel injection pump to the
cylinders, the exhaust gas from each bank of cylinders supplying a
zero admission position in order to shut fuel off that cylinder.
turbocharger. In the event of one turbocharger failing it is possible to run the
c) The engine governor will adjust the fuel settings of the remaining
engine, on reduced load, with only one turbocharger operating.
fuel injection pumps to maintain engine speed and load.
Details of the mechanical work required are to be found in the turbocharger
d) The engine load must not exceed the limit set by the manufacturer
maintenance manual. The rotor of the failed turbocharger should be removed
for operation with that particular cylinder cut-out. Engine
so that it does not impede the flow of exhaust gas or air. With the rotor and
operating parameters must be carefully monitored from the
bearings removed, the opening between the air side and gas side of the casing
engine room rather than the control room. Limits of exhaust
must be blanked on the air and gas sides by means of the special blanks
temperature and turbocharger speed must not be exceeded.
available for this purpose. The exhaust gas inlet side of the defective
turbocharger must be separated from the gas flow of the second turbocharger
e) As soon as possible, shut down the engine for permanent repair.
by fitting a blind flange in the exhaust manifold. (Details of the work to be
undertaken are to be found on the turbocharger work card 500.05.)

Procedure for Operating the Engine with One Turbocharger Crankcase Oil Mist Detector
a) Observe the procedures for starting the engine with respect to Maker: Visatron
cooling, fuel circulation, prelubrication and starting air supply. Model: VN215/87 EMC
Type: Light obscuring
b) Start the engine locally and monitor the operation.
Measuring Unit
c) When the engine operation has stabilised without any problems,
increase the engine load to a maximum of 50% full load. Observe Maker: Schaller Automation
exhaust temperatures and reduce load if any temperature exceeds Model: 10 801
the maximum for the engine.
Detector Valve Box
d) Monitor the operating turbocharger and if surging occurs, reduce
the engine load until the surging stops. Maker: Schaller Automation
Model: 10 402
e) As soon as possible, shut down the engine for permanent repair to
the turbocharger. The presence of oil mist in a crankcase poses a hazard as the mist can explode
should its concentration reach a high enough level. The primary explosion may
be mild or severe depending upon the amount of mist present, but a mild Visatron Oil Mist Detector.
explosion can result in a much more severe secondary explosion.
Any crankcase explosion can be fatal to personnel in the vicinity and it may
trigger fires in the engine room. Explosion doors are fitted to each crankcase
unit and these lift to release the pressure resulting from an explosion In the
event of a severe crankcase explosion they may be insufficient to release the
pressure quickly enough and the crankcase sides may fracture. Crankcase
explosion doors are fitted with a gauze screen which is intended to reduce the
flame temperature, however, under severe cases flames may still enter the
engine room and ignite any combustible material in the vicinity. Combustible
material must never be left in the engine room nor must the gas escape path
from the explosion doors be restricted.
The oil mist detector draws a sample from all units of the crankcase
simultaneously and passes it through a mist detecting chamber, having
extracted larger oil droplets from the sample in a separator. The greater the
amount of mist in the sample, the lower will be the level of light falling on a
receiving photodiode in the detecting chamber. If the light level falls below a
certain value it indicates that the oil mist has exceeded a threshold level and an
alarm is triggered. The mist detector must be checked daily and the test alarm
button activated in order to check that the alarm system is functioning.
(Note! Testing the unit will result in the engine shutting down if on load. The
unit should only be tested with the engine in the standby condition.)

Illustration 2.2.2a Diesel Generator Engines Control and Safety System
Key
IMACs / PMS SYSTEM
Unbalanced Operator Station Imacs (SL-H1) Software Link H1
DG Start Sequence Closed MSWB
Load Sharing
On/Off DG Start Sequence Port MSWB
(SL) Software Link
DG Start Sequence STBD MSWB
Unbalanced
DG Remote DG Start Load Sharing ABC Remote ABC Close DG Closed/Port MSWB Stop Blocked (HW) Hard Wired
DG Automatic DG Stop Value ABC Automatic ABC Open DG STBD MSBD Stop Blocked
(SL-H1)
Hardware Switch
PMS AS/P5.0 - P6.0
Software Switch
POWER MANAGEMENT
CONTROL
<DG Remote>
<DG Start> <ABC Remote> <ABC Close>
<DG Automatic>
<DG Stop> <ABC Automatic> <ABC Open>
(SL-H1)
(SL-H1) (SL-H1) (SL-H1) DG Start
DG Signals MSWB DG Stop
DIESEL CONTROL AS/P1.0-P4.0 (SL-H1) MAIN SWITCHBOARD
Engine Signals (SL-H1)
PMS
LOAD
Automatic DG Start Local SHARING
Remote DG Stop ACB Open Remote
ACB Close
DG Signals ACB Close
ACB Open Remote Automatic MSWB (SL)
ACB
Local GENERATOR Open
ACB Open GENERATOR
ACB
ACB Close (HW) PROTECTION
DG Start CONTROL
DG Stop Remote
Safety Unbalance Load
Signals Sharing On/Off (SL)
DG
Unbalance Load
Emergency
Sharing Value (SL) ACB Open Speed Higher
Stop
SAFETY SYSTEM (HW) Speed Lower
(HW)
ACB Open (HW)
DG De-Excitation (HW) DG De-Excitation (HW)

DG Start
DG Stop
DG Start (HW)
DG Stop
DG (HW)
Emergency
Stop
(HW)
Remote Local
Local Control
Stand
Woodward Governor
Diesel Generator Engine
Issue: First Illustration 2.2.2a Diesel Generator Engines Control and Safety System
2.2.2 Diesel Generator Engines Control and Safety Systems As far as the engine control system is concerned, any manoeuvring is simply a Engine temperature and pressure monitoring
change in electrical loading and the control system must adjust the fuel setting
Oil mist detection
Introduction of the engine in order to satisfy that requirement. This is done via the engine
governor and the demand for increased electrical power adjusts the governor Safety system
The four main engines drive electrical generators and these provide electrical spring setting so that the governor increases the output of the fuel injection
Alarm system
power for propulsion, machinery and hotel services throughout the ship. pumps.
Depending upon the electrical load one, two, three or even four engines may The engine side local control panel has an emergency stop pushbutton which
be operating at the same time with the total load shared between the engines. Other parts of the control system are automatically regulated so that the engine is used should the engine fail to stop under normal shut down procedures. This
support systems, such as cooling water, can meet the change in loading and push button activates the fuel pump linkage shut down.
The control system is responsible for ensuring that the engines take an equal maintain the engine operating at the required condition. Changes in engine
share of the load, if there is more than one engine running. The power loading may require changes in the combustion air supply and turbocharger The control system monitors engine systems and activates alarms and
management system is responsible for starting and stopping engines in order to systems; this may involve operation of the jet assist, the waste gate, charge air shutdowns (if necessary) should the operating values move from the upper and
meet the electrical requirements and ensure that no single engine is overloaded blow off or charge air bypass systems. lower set limits. The control system also prevents an engine from being started
or more engines are running than the electrical load requires. should any of the system pressures and temperatures not be within
Engine Control Cabinet predetermined limits. The engine can not be started should the control system
Under normal circumstances, the ship is manoeuvred from the bridge and the detect that an interlock or blocking device is engaged (such as the turning
electrical propulsion load is dictated by the speed of the ship. During Each engine has its own engine and governor control cabinet located within the gear).
manoeuvring, additional electrical generating power is made available by the main switchboard rooms. DG 1 and 2 cabinets are in M10 main switchboard
PMS as and when the power demand and reserve calculation requires. room and DG 3 and 4 cabinets are in M20 main switchboard room. The engine Governor System
control cabinet is a microprocessor operated unit which takes electronic signals
Whenever an engine is operating, its systems are constantly monitored in order from various parts of the engine and processes the information before sending Digital Control Unit
to ensure that the engine operates in a safe manner. The control system ensures signals to activate the control units. The cabinets control the following Maker: Woodward Governor Company
that corrective action is taken which will prevent any possible engine damage functions: Type: Electronic
in the case of any failure. The control system can make adjustments to various Model: 723 Digital Control with Digital Synchroniser and Load
Starting, stopping and fuel control of the engine
engine supply systems, such as cooling water temperature and LO temperature, Control
to ensure that these engine conditions remain within the defined limits even Engine speed sensing
during load changes. The control system also monitors engine parameters and Governor Actuator
Electronic governor setting
reports on defects such as high or low pressures in cooling and lubricating Maker: Woodward Governor Company
systems. Alarms may be triggered when operating parameters drift outside the Overspeed protection Type: Hydraulic
set limits. The control system may take corrective action to bring the Model: PGG-EG200
Start blocking
parameters back within limits or the alarm may signal the need for manual
intervention. Slow turning prior to starting There are two arrangements for governing the engine speed, one is an
Turbocharger speed electronic arrangement and the other is a mechanical system. Both employ the
Manoeuvring does not have any direct impact on the engines apart from same hydraulic actuator for moving the fuel pump linkage, the basic difference
changing the load and that is dealt with by the engine governors. The electrical Cylinder lubrication is the way in which the speed setting signal is defined. With the electronic
propulsion system is the main power user whilst at sea or when manoeuvring, governor operating, the speed setting signal is electronically processed in the
Main lubrication
but the hotel load is also high, particularly when full air conditioning is governor control unit and converted into a pneumatic signal by the control
required. The engines run at a constant speed of 514rpm to keep the electrical Valve seat lubrication station. The pneumatic signal is then used to load the speed setting spring of
supply frequency stable at 60Hz. the hydraulic actuator.
Turbocharger jet assist
The engine systems have back-up facilities, so that a failure of the operating Turbocharger air blow off For emergency operation, the mechanical-hydraulic governor system is
system, such as an LT cooling water pump, triggers an alarm and also activates activated by moving the change-over handle at the control station. This applies
the start procedure for the standby pump unit. Turbocharger waste gate
a designated air pressure to the speed setting spring which gives a defined
Turbocharger air bypassing engine speed. The system is for use in emergencies only. During normal
service the electronic system is used but in the event of failure of the electronic
Charge air pressure
control system, or some other abnormality in the electronic system, the
Charge air preheating mechanical-hydraulic arrangement can be employed.
Fuel system supply
Issue: First 2.2.2 Diesel Generator Engines Control and Safety Systems Page 1
Illustration 2.2.2b Engine Control Air System
Slow
Turn Starting Engine
Speed Governing
1SSV M470 1SSV

M329/1 Fuel Admission Fuel Admission
1075
1011
B
1 3 2
Transmitters Linkage
A
C
In 1GOS
1070 1GT 2GT 3GT Emergency
Out
M359 Main Starting Valve 1022 1022 1022 Stop
E 2 4
7171 1SZ
M745/1 1010 Stop Valve
Shut Down M329/2 2
Cylinder 1 3 Stop
Solenoid
Starting 1SC Woodward
Jet Assist 1SSV
B C A D Air Valve 4 1010 Governor 3
1080 Fuel Injection Pump
M462 M306 1SZV
1SSV 2SSV
1012
M409/2 M307 M317 1070 1075
Turning Gear 4 1
7172 1 2
M470
3
Key
From Compressed M371/1
Air 30 - Bar Booster 1OTIA
30 - Bar Max. Manual Start
2870
Air
5 - Bar On Engine Oil Mist
4.5 - Bar To Turbocharger Detector
Electrical Signal
From Monitoring Transducers

3170 3470 4170 2170 2570 5070 From Charging Air Pipe
Engine
1SSV
M307 Energised 2SSV M371/1 Energised
1080 At Jet Assist 1075 At Slow Turn
Emergency Normal Engine Speed
M329/2 Energised Operation With Operation With 1SI

1SZV M745/1 Limit Switch Operated Mech. Governor Electric Governor 1000
At Manual Emerg. 1GOS
Start
1012 1070 When Turning Gear Engaged
Stop & Autom. Stop
1Hz Emergency 1SH Machinery Speed
366 1012 1010 Set Point Max. PI PI PI PI PI PI PI PI PI PI PI PI PI
Stop
1SSV M329/1 Energised 1SSV M306 Operated When 1PT
7180
1PT
7170
1PT
7180
1PT
7170
1PT
7180
1PT
7180
1PT
7180
1PT
7170
1PT
7180
1PT
7170
1PT
7180
1PT
7180
1PT
7180
1011
At Start & Slow Turn 1070 Turning Gear Engaged M388/1 1GO None 1SL Machinery Speed
1011
Start 1010 Set Point Min. 1PT 1PT 1PT 1PT 1PT 1PT 1PT 1PT 1PT
7170 7170 7170 7170 7170 7170 7170 7170 7170
Starting 0-6 Bar 0-6 Bar 0-6 Bar 0-6 Bar
1GO Turning Air Cylinder Charging Air Turbo Charger Charging
M359 Energised 1-3GT Inductive Position Sensing 1070 Reserve
1SSV Gear On Cooling Water Cooling Water Lubrication Oil Air
1075 At Slow Turn 1022 Device 4-20mA
M409 1HS 0-40 Bar 0-6 Bar 0-10 Bar 0-10 Bar 0-10 Bar
1016 1HS
Reserve 1014 Starting Air Needle Valve Engine Fuel Control
Set Point Emergency Cooling Water Lubrication Oil Air
8 - Bar Cut Off
Control Station
Issue: First Illustration 2.2.2b Engine Control Air System

The electronic engine governor consists of two parts: The use of two digital speed sensors allows for continued operation should one The governor has an integral oil sump and an integral pump which circulates
of the sensors fail. The two sensors are positioned some distance apart the oil through the hydraulic system. Movement of the pilot valve from the
The digital control unit
allowing them to be used to determine the twist in the output shaft and hence closed position indicates an engine speed increase or reduction from the set
The hydraulic actuator unit the torque in the shaft can be computed. The control system operates to limit value and this allows oil to flow to or from the governor power cylinder, in
engine torque by reducing the engine fuel supply. If both speed sensors fail, the order to increase or reduce the fuel pump settings. Actual engine fuel pump
The 723 digital control unit (DCU) is located in the engine control panel and control system will shut down the engine and in no circumstances should the adjustment takes place via a pneumatic booster cylinder in order to avoid the
takes speed signals from two digital transducers. These measure the engine engine be restarted until the speed sensors have been replaced and checked as governor having to develop the necessary high forces, which would require a
speed at the main output shaft. The DCU also takes signals from engine major operational. larger hydraulic system which would, in turn, have higher friction losses.
and minor alarms and has a generated power input. Because the engine is
driving an electrical generator (which has to be synchronised with the The governor digital control system commences operation when the engine is The description of the governor internal hydraulic system can be found in the
electrical supply) the DCU utilises a signal from the digital synchroniser and started in speed control mode. When the start is initiated, the speed reference Woodward governor manual.
load control (DSLC) unit. This is a microprocessor based generator load is instantly set to ‘idle speed’ and the engine will commence on fuel and run to
control unit which is designed for use with the Woodward speed control unit this speed until the rated/idle contactor is closed. This happens as soon as the CAUTION!
in order to provide synchronising, parallelling, loading and unloading of three- control system verifies that the engine has started and is running correctly. The Governor settings for speed droop, speed control and load limiting can be
phase generator sets. control system will then accelerate to the rated speed at a predetermined changed by means of dials on the governor panel but these must not be
acceleration rate. The control system software is programmed for the fuel changed without specific reason otherwise the governor could fail to exert
The DSLC unit monitors the following features of the main busbar supply and change to give the required acceleration (and deceleration) rate. When the correct control over the engine.
the incoming generator: engine is operating at the rated speed, the governor’s characteristic must be
The number of phases in each system selected for operation when the output generator is synchronised and sharing (Note! The governor’s hydraulic oil should be sampled periodically and the
the load with other machines. There are two possible operating modes; droop samples analysed. Oil deterioration can result in governor malfunction.
The direction of rotation of the phases and isochronous/droop. As the engine is to share load with other machines and Governor linkages should also be checked periodically for slackness, as lost
The voltage amplitudes of the phases is required to operate at a set stable speed for the correct electrical frequency, motion in linkages has a serious impact on engine performance. Governor oil
the governor must be in isochronous/droop mode. This will have been selected sampling and the checking of linkages should only undertaken when the
The frequencies of the two systems at commissioning and should not be changed. Load changes between engines engine is stopped and the starting system locked out.)
The phase angle of the voltage of the two systems are handled by the control systems according to preprogrammed loading and
unloading rates (ramps), the rates are stored in the system software. The Emergency Mechanical Governor
The first two are specified when the system is installed but the remaining three
vary during operation and must be matched before the parallelling generator When an engine stop is signalled (after the load has been removed), the control At the local engine control station, there is a switch which can be changed from
circuit breakers are closed. The DSLC unit will adjust the signal sent to the system instantly sets the speed reference to the ‘idle speed’ and the engine the NORMAL OPERATION WITH EL GOVERNOR position to the
governor DCU in accordance with the requirements of the incoming generator speed will reduce to that value. The fuel is then shut off and the engine will EMERGENCY OPERATION WITH MECH GOVERNOR position. This
for parallelling. The governor will then adjust the engine fuel supply so that the stop. When the emergency stop button is pressed at the engine side control switch should only be used in the emergency operating position if the
correct conditions are obtained for parallelling generators. When the busbar station, the governor control system is bypassed and pneumatic cylinders at the electronic control system or the electronic governor system fails. The hydraulic
and incoming engine conditions are matched (synchronised), parallelling takes fuel pumps immediately move the fuel racks to the zero delivery position. part of the governor actuator will function in the same way as for the electronic
place automatically under the direction of the engine management system. governor, but the speed setting arrangement will be under manual control and
The hydraulic actuator unit is located at the side of the engine and is connected will be set at a definite speed value. The governor will only respond to changes
The DSLC is programmable, but once set for the engine should not require to the fuel pump control linkage. The electronic governor system produces an in engine speed which in turn produce movement in the ballhead flyweights.
reprogramming, unless it has become defective. output signal (the strength of which relates to the required engine speed) which Great care will be required to adjust the engine speed in order to synchronise
is converted into an air pressure. The pneumatic signal is then transmitted to a generator with the main electrical supply.
The 723 DCU processes the signals from the speed transducers, output load the speed setting cylinder, located above the governor speeder spring in the
transducer and the DSLC (together with other engine operating information) ballhead assembly. The ballhead assembly comprises rotating flyweights, Control Systems
and produces an output signal to the governor actuator unit. The DCU can be driven from the engine. These flyweights can move outwards under the action
configured using a hand help programmer, but care must be taken in of centrifugal force. Movement of the flyweights causes the pilot valve to Starting and Stopping
reconfiguring as an improperly calibrated control can result in engine move upwards or downwards depending upon whether the flyweights move
overspeed or damage to the engine. inwards as the engine speed reduces or outwards as the engine speed increases. Starting and stopping can be initiated by the engine management system or it
The speeder spring exerts a downwards force on the pilot valve and at the can be accomplished manually in the ECR or locally at the engine side. The
CAUTION! required operating speed the outwards centrifugal force of the flyweights, actual engine and control procedures involved are the same, but the engine
Do not attempt to programme the DCU unless it is absolutely necessary which tend to lift the pilot valve, is balanced by the downwards force of the management system initiates the process automatically whilst manual control
and the programming procedure is thoroughly understood. speeder spring and the pilot valve is closed. requires positive moves on the part of the operator. At the local engine side
position, starting is initiated by pressing the start button.
Illustration 2.2.2c Governor and Fuel Rack
1 2 3 4 5 6 7
8 9 10 11 12 13
Key
1 - Articulated Lever 16 - Scale Ring

2 - Connecting Rod 17 - Nut
3 - Control Rod 18 - Twist Angle Measuring
4 - Pointer Transducer
5 - Injection Pump 19 - Connecting Rod
6 - Shut Down Piston 20 - Connecting Rod

30
7 - Fuel Rack Control Shaft 21 - Fuel Rack Position Transmitter 29
14
8 - Operating Lever: 'A' Bank Rack 22 - Fuel Rack Position Transmitter
9 - Connecting Rod 23 - Lever

15
10 - Lever: 'A' Bank 24 - Governor
11 - Bearing Block 25 - Scale 16

12 - Shaft: 'A' Bank 26 - Control Lever
13 - Cardan Shaft 27 - Connecting Rod
14 - Adjusting Device 28 - Lever

For Injection Moment 29 - Rocking Lever
15 - Brake 30 - Eccentric Shaft
17
28
27 18
19
26
25
20
24
21 Drive End
23
MAN/B&W 14V 48/60
22
Issue: First Illustration 2.2.2c Governor and Fuel Rack

The control and monitoring system monitors the engine systems and will only Turbocharger and Charge Air System Engine Safety Systems
release the engine for starting if these systems are within preset limits. Cooling
water temperature and pressure must be correct and there must be lubricating The control unit is also charged with optimising engine performance through The engine control unit constantly monitors the engine for abnormal
oil available at the correct temperature and pressure. This oil is supplied by the control of the turbocharger and charge air system. Features such as jet assist, conditions and initiates alarms and even shutdowns, should circumstances
prelubricating oil pump which stops when the engine reaches a specific speed. exhaust gas bypass via the waste gate, charge air blow off or charge air bypass dictate. The individual engine control systems are concerned with one engine
(see section 2.1) are activated and regulated by the control unit according to but the units for all four engines communicate with the power management
When a start is initiated, the control system checks that interlocks and blocking predetermined conditions. Activation of such systems is automatic and does system. Each control unit is concerned with the safe operation of its engine and
devices are released and that starting air is available. Slow turning is operated not require any intervention by the operator. it will initiate action to safeguard the engine and personnel.
initially with the slow turning system allowing the engine to turn on reduced
air pressure for two complete revolutions. When these have been completed Cylinder and Valve Seat Lubrication The oil mist detector not only triggers an alarm but will initiate an engine shut
successfully, indicating that all cylinders are free from fluids, which would down for safety reasons. The control system will give a warning before the
cause a hydraulic lock, the main starting air system is activated. The engine cylinders are lubricated by means of injection points around the shutdown is initiated. The splash oil monitor is a highly sensitive instrument
cylinder liner, oil being supplied to these injection points by means of an and will closely monitor the main bearing oil exit temperature and initiate the
When the engine attains the correct speed on starting air, control air passes to electrically driven cylinder lubricator pump. When starting and at low load less warning alarm and subsequent shutdown of the engine if the preset limits are
the governor booster and the fuel pumps are enabled so that fuel is injected into cylinder oil is required than at normal speed and high load. At engine start the exceeded.
the cylinders. The starting air is shut off when fuel is injected. When the cylinder lubricator pump is started and delivers oil at a low rate to the
cylinders fire there will be a speed increase which the control system cylinders. The control system increases the speed of the lubricator pump and A shutdown would be initiated by the failure of the main lubrication system but
recognises as indicating a successful start. The governor system then operates therefore increases the supply of cylinder lubricating oil when the engine is failure of the cylinder or valve seat lubrication system would only raise an
to regulate the engine speed in order to synchronise the generator with the operating at normal speed on high load, compared with the idle condition. alarm, allowing the watchkeeper to decide upon the action to be taken.
electrical supply already on the main switchboard.
Valve seat lubrication is also provided by electric motor driven lubricator Alarm conditions are raised to warn the watchkeeper of potentially serious
For stopping, the engine must be unloaded. This is also initiated by the engine pumps, the lubricating oil being sprayed into the intake channels. The situations and it is left to the watchkeeper to initiate corrective action. If the
management system. Load change takes place at a predetermined rate (ramp), lubrication is load-dependent and is started at 50% load and stopped at 46% watchkeeper is unable to correct the problem within a short period of time, the
the rate of change being held in the controller software. The unloading and load. engine should be shut down in order to prevent damage and also to allow time
stopping are described in the governor section above. for rectifying action.
Should an engine fail to start when the start system is activated, the control (Note! Engines not operating should always be kept in a state of readiness for
system detects this through the speed sensors and it will immediately trigger operation with starting air, coolant and fuel systems operational. The control
an alarm condition. Failure to start will initiate a shutdown of that engine and alarm system should also be in an operational state and the power
system in preparation for investigation before a further starting attempt. A management system aware that the engine is ready for operation. If an engine
‘failed to start’ alarm is raised. is not to be operated it should be locked out so that the control system cannot
activate a start.)
Monitoring Systems
During starting and running, engine systems are monitored for performance
and failure. The control system receives signals from transducers on the fuel,
cooling, lubrication, exhaust, turbocharger and charge air systems as well as
the speed and power systems. If the reading from any function moves outside
preset limits, for a particular operating load, the control system will try to
rectify the situation if it can. In the case of cooling, it may open or close the
coolant flow valve.
Illustration 2.2.3a Diesel Generator Load Dependent Start/Stop
60
REMARKS
56 MW
1. Summary of active power:
6124A
Actual power of the running generators.
Power difference between the requested propulsion power and the
actual load if the PEMs are running.
Power difference of the thrusters and AC compressor's
between nominal and actual load if they are running.
50
2. To start a generator, the active power or current limit must be
exceeded for 15 seconds. 4th DG Starts
3. To stop a generator the active power and current must be below > 38.64 MW Total
42 MW OR
the limits for 3 minutes. 4593A > 4227A
40
Stop < 36.40 MW

AND
< 3980A
3rd DG Starts
Active > 25.76 MW Total
Power/MW 30 28 MW OR
3062A > 2818A
Stop < 23.94 MW

AND
< 2618A
20
2nd DG Starts
> 12.88 MW
14 MW OR
1531A > 1409A
10
Stop < 11.76 MW
AND
< 1286A
0.00
1 2 3 4
Number Of Diesel Generators
Issue: First Illustration 2.2.3a Diesel Generator Load Dependent Start/Stop

2.2.3 Diesel Generator Operation If the main switchboard is in the closed configuration (CLOSED MSWB), the Starting Preconditions
diesel generators with start numbers 1 and 2 will not stop on low load if the
Diesel Generator Start Sequence propulsion system is in operation. If the propulsion system is not in operation The preconditions listed are:
the diesel generator selected as number 2 will be stopped.
The setting of the diesel generator automatic start sequence is carried out from CB AUTOMATIC: The circuit breaker has to be switched to Automatic
an operator station. As there are two different main switchboard If the automatic load down sequence is not required, the operator selects
configurations, which may change over automatically, there are two different ‘Blocked’ from the load down sequence window. By selecting ‘Active’ the CB READY: Circuit breaker is ready for switching
sequences to be preset. One for the CLOSED MSWB and one for P/S MSWB load down sequence is active again. The state of the blocking is indicated by a (Main switchboard signal to IMACS)
configuration. white background on the icon which is presently enabled.
CB NOT READY: This signal is a group signal caused by any of the
By double clicking in the start sequence window (in Power Management The load down and stop sequence is blocked automatically by the PMS if the following circuit breaker alarms:
Control Level 1 Mimic) a sequence parameter window opens. The required main switchboard configuration is switched over by PMS using the main
Circuit breaker not inserted
sequence number is entered for each generator. switchboard configuration icons, or if EMERGENCY MANOEUVRE is
selected in the propulsion system. Circuit breaker watch dog alarm
The operator should note that the P/S MSWB configuration will only allow the
Circuit breaker earth switch closed
numbers 1 - 2 to be used. Whilst in CLOSED MSWB configuration, numbers Automatic Diesel Generator Start from the Power Management System
1 - 4 may be used. Circuit breaker tripped
The automatic start of a diesel generator follows a defined start procedure
Circuit breaker common alarm
Generator Availability programmed as a step sequence. Each step in the sequence is carried out by
subroutines within the start program of the diesel generator’s PLC/process Circuit breaker short circuit trip
The vessel is designed to run with one diesel generator in port, with no station.
propulsion in operation. When at sea, with propulsion on, the vessel must run Circuit breaker earth fault 6.6kV network
on a minimum of two generators. These generators will be set with sequence The start sequence is initiated by the operator or by the PMS when in full Circuit breaker earth fault
numbers 1 and 2 in the CLOSED MSWB configuration. automatic mode.
Circuit breaker SF6 alarm
If propulsion is on, or if there is a request for the start of a heavy consumer When a diesel generator is ready to start, the icon is black. The diesel generator If the breaker is not ready, this is indicated with a red
(such as a thrusters or AC compressor), the number of generators will depend icon is blue when on standby. A double click on the ‘info’ icon opens the circuit breaker icon
on the required power. In case of a standby start signal, the generator with the preconditions window and the operator can see which start preconditions are
next highest number will be started, if ready. Otherwise the start signal is missing (if any). DG AUTOMATIC: The diesel engine must be switched to automatic
passed on to the next generator in the sequence.
A precondition which has been met is indicated by a cross. If one or more DG READY: The diesel engine must be ‘Ready To Start’
If there is no stand-by generator available a PMS ‘No stand-by generator conditions are missing, the icon indicates in red and the message ‘Not Ready
available’ alarm will be raised. The alarm stops automatically when a stand-by For Start’ is displayed. DG STOP: The diesel engine must be in the stop position
generator becomes available.
When a step in starting is initiated, for example the prelubrication of the DG LINK OK: The PMS H1 bus connection to the diesel generator’s
Load Down and Stop Sequence engine, a specific monitoring time is started (these times are adjustable). A process station is proven
failure signal is released in the case of a timeout or a failure signal from the
The start sequence also defines the stop sequence which works in the same subroutine. If a failure occurs during the start procedure an alarm is raised, the LINK TO MSWB The bus connection from the diesel generator’s
manner as the start sequence, only from the other direction. The generator with start is interrupted and the next standby diesel generator is started. PANEL OK: process station to the corresponding diesel generator’s
the highest start number in the sequence will be the first generator to unload panel in the main switchboard is proven.
and stop in the case of low load. The diesel generator icon indicates a failure by changing the background
colour to red for alarm. In the window, which indicates the diesel generator DG NO FAILURE: This message indicates a fault has cleared but the
If the main switchboard is in the open configuration (P/S MSWB), the diesel state, the step which caused the failure is indicated. failure alarm has not been reset in the diesel
generators with the start number 1 in each single network will be kept running. generator’s icon
If the generator selected as number 1 fails, the next highest numbered
generator will keep running.
Issue: First 2.2.3 Diesel Generator Operation Page 1

Diesel Generator Ready for PMS Automatic Connection Diesel Generator Excitation Standby Diesel Generator Start
A diesel generator will be ready for PMS automatic connection to the main After reaching the nominal speed, the PMS monitors the alternator voltage The following circumstances will initiate a standby diesel generator start.
switchboard under the following conditions: which must be more than 90%. If the voltage at this time is less than 90%, an
Load dependant start
‘Excitation’ alarm is raised and the sequence is stopped.
Diesel engine running at nominal speed
High active power
Generator voltage and frequency correct Diesel Generator Automatic Synchronising and Connection
Overcurrent
Diesel engine: no failures
If the alternator voltage is correct the PMS sends a circuit breaker close signal Underfrequency
Diesel engine in automatic mode to the main switchboard. The main switchboard control will automatically
Blackout
synchronise the generator and close the circuit breaker.
Generator circuit breaker ready for switching
Engine failure
Diesel generator ready for automatic start If a failure occurs or the monitoring time for the synchronisation step is
exceeded, the sequence is stopped and the failure message ‘Synchronisation’ Alternator failure
Generator circuit breaker OFF is given. Load demand
Generator circuit breaker set to AUTOMATIC
The PMS must receive the feedback signal ‘Circuit breaker closed’ from the Switching of main switchboard configurations
The PMS H1 bus connection to the diesel generator’s
main switchboard. On receiving the feedback message ‘Circuit breaker Switching of start sequences
process station is proven.
closed’, the diesel generator start step sequence is complete.
The bus connection from the diesel generator’s Emergency manoeuvring of propulsion motors
process station to the corresponding diesel generator’s Diesel Generator Loading and Load Sharing
The reason for starting the standby generator is indicated in a window (mimic
panel in the main switchboard is proven.
3.9). If the PMS tries to start a generator unsuccessfully the next standby
After the diesel generator is connected to the network, the STN main
generator starts.
The diesel engine icon is steady green, indicating that the engine is running at switchboard control system loads the generator according to an MAN B&W
nominal speed. The icon flashes in green when the engine is running with an loading ramp. The STN control system then achieves equal load sharing
Standby Diesel Generator Starting due to Expected Load Down
excited alternator but not connected to the main switchboard. between all the parallel running generators.
In the case of a ‘Load down expected’ or ‘Load down’ signal from the safety
Diesel Engine Emergency Start Diesel Generator Load Dependant Start
system of a running generator, the standby generator is started in that actual
main switchboard configuration.
An emergency start can only be carried out in the case of a blackout. The PMS The PMS continuously monitors:
sends an emergency start command to the diesel engine start step sequence.
The active power of the generators When the standby generator is on load, the PMS sends a ‘Circuit breaker open
The diesel engine start step sequence carries out all necessary steps to start the
command’ to the STN main switchboard control system. The STN control
diesel engine with the emergency start procedure. The propulsion power and the requested propulsion power loads the other generators to 8MW each and then the circuit breaker opens.
Active thruster power When the circuit breaker opens, PMS immediately stops the diesel engine.
After an emergency start and voltage rise, the PMS sends a ‘Circuit Breaker
Close’ command to the main switchboard. The main switchboard control is in Active A.C. compressor power Standby Diesel Generator Starting due to Expected shut Down
a blackout condition and so will close the circuit breaker directly without
synchronisation. The PMS must then receive the circuit breaker closed If the load increases (or is expected to increase):
In the case of a ‘Shut down expected’ or ‘Shut Down’ signal from the safety
feedback signal. If the monitoring time for this step is exceeded, the sequence
The first standby generator is started if the power on any on-load system of one running generator, the standby generator is started in that actual
is stopped with a ‘circuit breaker’ failure message.
generator exceeds 12.88MW or 1409A for a period of 10 seconds. main switchboard configuration.
On receiving the breaker close feedback signal, the diesel generator start step
If two generators are on load and the total load exceeds 25.76MW PMS tries to connect the standby generator before the abnormal generator
sequence is complete.
or 2818A for a period of 10 seconds, the next standby generator disconnects. However, a safety system ‘Shutdown’ signal means an immediate
is started, etc. and independent stop. If the other (if any) generators then go into overload, the
Diesel Engine Running Up
PMS will firstly limit propulsion power or, if necessary, release non-essential
consumers.
After a successful start of the engine, the Woodward governor increases the
engine speed according to a defined acceleration ramp to the nominal speed.
The time taken to reach the nominal speed is monitored by the PMS. If the time
taken to run up is too long, a ‘Running Up’ alarm is raised and the sequence is
stopped.

Standby Diesel Generator Starting due to Woodward Governor Failure The configuration of the main switchboard will remain in the same time is halted. The time is re-started when the load reduces again. The
configuration as before the blackout. However, if the blackout is caused by a underload limit setpoint depends on the number of generators running on load.
In the case of a critical failure, the Woodward governor will automatically short circuit then the STN main switchboard control system will open the tie The three limits are:
switch from electronic governor operation into mechanical governor operation. breaker(s) for protection.
The generator can then only be operated locally. The PMS starts the standby 4 generators on load - 30% power availability on each - one released
generator after receiving the Woodward failure signal. The standby generator Depending on the configuration and blackout signal, the PMS will start the 3 generators on load - 40% power availability on each - one released
then connects itself as previously described. standby generator in the corresponding main switchboard. In the case of an
2 generators on load - 60% power availability on each - one released
open configuration total blackout, the PMS will start both standby generators
Standby generator starts due to electrical failures are described in section 3.7, on each main switchboard.
‘Main Switchboard and Generator Control and Operation’ Stopping a Diesel Generator by Remote Operation
In the case of a total blackout, the emergency generators will start
If the mechanical governor fails in operation, the fuel rack moves to the full automatically and independently by emergency switchboard control. Remote control of a diesel generator is possible when the LOCAL/REMOTE
admission position. In this case the engine will then stop on overspeed. The switch at the engine local control stand is in the REMOTE position and the
engine can not be started until the governor is repaired. All Diesel Generator Starting due to Emergency Manoeuvre Request LOCAL/REMOTE switch at the main switchboard generator cubicle is also in
the REMOTE position. When both selector switches are in the REMOTE
If the electronic governor fails in operation, the fuel rack moves to the low Emergency Operation can be selected in the control panel of the propulsion position, the operator then has to select between remote and automatic control
admission position. In this case the engine will then stop. The engine can now system. This signal is sent from the propulsion system independently to all four modes in the diesel engine icon and also in the generator circuit breaker icon.
be restarted using the mechanical governor if required. The engine can not be generator process stations. All available generators will be started, connected
restarted electrically until electrical repairs are carried out. and loaded. Remote control is indicated by an ‘R’ next to the diesel engine and generator
circuit breaker icons. When the diesel generator is in automatic control, there
Standby Diesel Generator Starting due to Large Consumer Start Request Stop Procedure are no icons visible.
The load demand system is a separate function block within the PMS. If the The automatic stopping of a generator follows a definite stop procedure By switching from remote or automatic control to local control and back, the
load demand system receives a start request from a large consumer, such as sequence. The principle of the step sequence is the same as the start step previous control level, remote or automatic, is active again.
thrusters, A.C. compressors and propulsion electrical motors (PEMs), it makes sequence. Each step in the sequence is a particular subroutine, with the
a load calculation. If there is not enough power available, the load demand sequence monitored by the PMS. The remote operation of the diesel engines, and also of the generator circuit
system gives a start signal to the standby generator. After the generator is breakers, is carried out for all diesel generators independently in their own
connected and loaded, a new calculation is performed. If satisfactory, the load Stop Sequence: process stations: AS/P1.0 - AS/P4.0.
demand system will release the start signal to the large consumer.
1) Unload and disconnect circuit breaker: 120 seconds
Remote control from the operator station actually means manual control of the
If the required power is higher than that which is available, or there is no 2) Generator running on no load: 330 seconds process from the operator. The operator must check all preconditions before
standby generator available, then the alarm ‘No power available’ is signalled. the process command. preconditions to complete before starting the diesel
3) Generator stop: 60 seconds
The large consumer is not released for starting by the PMS. engines are indicated in the diesel window. The generator circuit breakers must
The stop sequence is complete when the PMS receives a signal that the be ready for switching, with no alarms indicated in the circuit breaker mimics.
Standby Diesel Generator Starting due to Main Switchboard generator speed is below firing speed. The diesel engine and circuit breaker icons will indicate blue when the diesel
Configuration Change engines and circuit breakers are ready.
An immediate stop with no off load running time is carried out if a generator
For switching between the different main switchboard configurations it may be receives any of the following signals: If the diesel engine is selected for remote operation, the operator can start and
necessary to start generators (mainly if the ‘Open’ configuration is required). stop the diesel engine directly. The start and stop commands are direct from the
Load down signal operator station to the diesel generator process station, where the start and stop
The sequence which changes to the new main switchboard configuration starts Shut down signal procedures are carried out. The valves at the engine are controlled from this
and loads the specific standby generator which will provide a running process station and the start and stop signals are sent to the Woodward
generator on each main switchboard before opening the tie breakers. Woodward governor critical failure Governor.
De-excitation
Standby Diesel Generator Starting due to Blackout CAUTION!
Stopping a Diesel Generator in the case of Underload As this is a REMOTE operation, the operator must check that all the
The blackout conditions will be monitored separately for the port and starboard conditions to stop a diesel engine are correct. The operator must ensure
main switchboards. A blackout in part of the main switchboard will be In the case of a generator underload situation, the PMS automatically stops the that the number of remaining diesel generators are able to handle the
recognised by the PMS when the busbar voltage is lower than 300V and no diesel generator with the highest start number in the start sequence, after a remaining load.
generator is connected to this part of the main switchboard. delay time of 3 minutes. If the load rises during the delay time, the delay count

Generator Group Start and Stop Function The HT water Cooling Pump and Nozzle Cooling Water Pump are omitted
from the stop sequence, as they are used for standstill heating. The HFO pump
The fans and pumps associated with the running of a generator are grouped is also omitted from the stop sequence.The HFO pump is required for fuel
together and started automatically in the correct sequence when the start circulation.
sequence for a generator is initiated.
The group stop sequence for a generator is as follows:
All the pump’s and fan’s starters must be set to the remote control mode. The
master and standby configuration for a pair will be maintained from the last Delay Item
running condition. If the master is not available , the standby pump/fan is run All items ten minutes after generator stop plus:
up. If, for operational reasons , a pump is in use on local control, this will be
0 Prelubricating Oil Pump
regarded as the master.
2 Nozzle Cooling Water Pump
The group start facility can be both initiated and blocked from the IMACs
4 HT water Cooling Pump
screen mimic.
10 Combustion Air Fan
Generator Pump Groups
There is one group for each generator pair (forward or aft).
When the start command is given to a generator, from an operator or from the
PMS, the group start is initiated. The group start sequences are numbered from
one to four, for generators one to four respectively.
The group start sequence for a generator is as follows:
Delay Item
(Seconds)
0 Prelubricating Oil Pump
0 HFO Booster Pump
2 HFO Supply Pump (If not already running)
4 Sea Water Cooling Pump
6 HT water Cooling Pump (If not already running)
8 LT water Cooling Pump
10 Nozzle Cooling Water Pump (If not already running)
12 Combustion Air Fan
When the stop command is given to a generator, from an operator or from the
PMS, the group stop sequence is initiated. The group stop sequence is delayed
for ten minutes after the engine actually stops, for cooling down purposes. If
the generator is restarted within this ten minute time the stop sequence is
cancelled until the generator stops again.

Illustration 2.3.1a Sea Water Systems - GS and DGs 1 & 2 Sea Water System Key
Bunker Station Stbd Sea Water

In Compartment 11
Deck 4 All Valve No.s
Dry Dock Connection Prefixed At 701A H.T. Cooling Water
Unless Stated Otherwise
MGPS 200 L.T. Cooling Water
To Aux. Cond. 2
Control Panel
1031 1200
Electrical Signal
450
300
65
DG 1+2 1066 1065 Sea Level

TI PI
IAHL 125
H.T. Fresh Water Cooler 1 1201
6808kW 1022
1032 1199 PI TI
300 H.T. DG 1+2
Cooling 300 450
1070 712A L.T. Fresh Water Cooler 1 1096 1097
L.T. 150
1318 6696kW
300
TI PI
IAHL Cooling
H.T.
Cooling 712A 1069
L.T. 150 L.T. 150
1317 PI TI 1030
300 Cooling Cooling
1050 711A 1020 1123 1098 1099
450 1117 TI PI Auxiliary Consumers 1
1068 Drain
L.T. 300 L.T. Cooler
Cooling 300 Drain 1666kW
711A 1049 125
1103 PI TI
TI PI 300 450 300

1021
IAHL
1073 Drain 150
H.T. PI
PIAL PI
IAHL 50 25 Ballast System
Ballast System
300 Cooling
1072 712A PIAL 1017
712A TI PI
IAHL
1320 1326 450 15 15
300 300 100
H.T. 1051 1046 PI
100
150
Cooling L.T.
1071 300 Cooling 1197 1011 1010 1198
PI TI 1048 711A 711A
DG 1+2 1104 1118
H.T. Fresh Water Cooler 2 L.T. 300 Sewage Sewage
Drain 1043 1041 1016
IMACS
6808kW Cooling Treatment Treatment
1047
1042 1040 1015 Unit 1 Unit 2
DG 1+2 PI TI
L.T. Fresh Water Cooler 2 DG 1&2 Compartment Compartment
50 1067 Drain DG 1&2 10 10
6696kW 300 CSW Auxiliary 50
CSW Pump 2 Consumers 1
Junction 65 50 Pump 1 1450m3/h CSW Pump 50 65 Junction
Box 1450m3/h 140m3/h Box
65 1092 DPI DPI 1008 50
DPI
1095 Sea Water Working Air 1002
Working Air + PI
To Fire To Ballast + PI
450 + PI
450
For Fresh Water 1003
1094
System System Evaporator 1009
Anodes 200m3/h 225m3/h 526m3/h Anodes
1039 1034 1033 1012
1093 1090 1091 1004
1087 1005
1088 TI
500
500
200
Sea Chest Sea Chest
(Port) 1089 1007 (Starboard)
Drain To Sea Water Cross over 11 Drain To

Bilge Well Bilge Well
Issue: First Illustration 2.3.1a Sea Water Systems - GS and DGs 1 and 2 Sea Water System
2.3 Sea Water Systems A dry dock SW connection is located at the starboard bunker station on deck Open No.2 CSW pump discharge
four. This enables SW to be supplied from ashore to the ship’s forward engines valve 701A1041 701A1137
2.3.1 General Service and Diesel Generator Sea Water Systems only. Open Cooling main inlet valve 701A1046 701A1142
Sea Water Pumps The pipework system enables the cooling SW pumps to discharge to the LT Open No.1 LT FW cooler inlet valve 701A1049 701A1149
coolers and then to the HT coolers, but there are facilities which enable the LT Open No.1 LT FW cooler outlet valve 701A1050 701A1150
Diesel Generator Cooling Sea Water Pump and the HT coolers to be bypassed as a group or individually.
Open No.2 LT FW cooler inlet valve 701A1047 701A1151
Make: Pompe Garbarino There are two separate auxiliary consumer LT fresh water coolers, one being Open No.2 LT FW cooler outlet valve 701A1048 701A1152
Model: MU 300/315L located in compartment 11 and another in compartment 12. Each cooler is
Capacity: 1,450m3/h at 2.8bar served by an auxiliary consumer cooling SW pump, which also supplies SW Open No.1 HT FW cooler inlet valve 701A1069 701A1167
to a pair of sewage treatment units. Open No.1 HT FW cooler outlet valve 701A1070 701A1168
Auxiliary Consumers Cooling Sea Water Pump
The two evaporators, one located in compartment 11 and the other in Open No.2 HT FW cooler inlet valve 701A1071 701A1169
Make: Pompe Garbarino compartment 12, are served by two pumps, which have SW connections. Open No.2 HT FW cooler outlet valve 701A1072 701A1170
Model: MU 100/250L Pumps supplying the forward evaporator in compartment 11 take suction from
Capacity: 145m3/h at 2.0bar SW crossover 11 and those serving the after evaporator use SW crossover 13. Closed LT FW cooler bypass valve 701A1051 701A1147
The evaporator SW pump supplies water to the low pressure flash evaporator,
Closed HT FW cooler bypass valve 701A1073 701A1165
Evaporator Ejector Pump where it first serves to cool the vapour in each of the evaporator stages and then
passes to a heater before entering the evaporator. The brine pump removes Closed Cooling circuit bypass valve 701A1067 701A1145
Make: Serck Como brine from the evaporator and pumps it overboard. Closed LT cooling circuit recirculation
Model: CLT 50-315 U3-17D W20 valve 701A1065 701A1143
Capacity: 100m3/h at 7.5bar The evaporator ejector pump passes SW through the condensate cooler and
this water then flows through the evaporator ejectors, before passing to an Closed HT Cooling circuit bypass
Evaporator SW Pump overboard discharge. valve 701A1066 701A1144
Open Cooling circuit outlet valve 701A1068 701A1146
Make: Pompe Garbarino Procedure for the Operation of the Cooling Sea Water System Flap valve NR overboard discharge valve 701A1096 701A1191
Model: MU 200/315
Open Hydraulic operated overboard
Capacity: 431m3/h at 4.0bar a) Ensure that all strainers are clear.
discharge valve 701A1097 701A1192
Evaporator Brine Pump b) Ensure that all pressure gauge and instrumentation valves/cocks Flap valve Inlet N/R valve from shore SW supply 701A1199
are open and that the instruments are reading correctly. Closed Inlet valve from shore SW supply 701A1032
Make: Serck Como
Model: NT 200 400/370 U3-12F W84 B5 c) Set up the valves as shown in the following table: d) Set one of the CSW pumps to operate and the other to standby.
Capacity: 420m3/h at 2.3bar
Position Description Valve Valve e) Start the CSW pump and check the pressures and flow throughout
Introduction Compt. 11 Compt. 12 the system. Check for system leaks.
The diesel generator cooling sea water pumps circulate SW through the LT and Open No.1 CSW pump suction valve 701A1034 701A1131
HT fresh water coolers. There are four cooling SW pumps. Closed No.1 CSW pump emergency
bilge suction valve 701A1039 701A1202
The generator engines are grouped in pairs, No.1 and 2 (the forward pair of Open No.2 CSW pump suction valve 701A1033 701A1130
engines in compartment 11) and No.3 and 4 (the after pair of engines in
compartment 12), each pair has two LT and two HT fresh water coolers. The Flap valve No.1 CSW pump discharge
SW pumps take suction from sea water crossovers at the bottom of the hull, non-return valve 701A1042 701A1138
there being one situated in compartment 11 for the forward engine system and Open No.1 CSW pump discharge
another, designated SW crossover 13, in compartment 13 for the after engines. valve 701A1043 701A1139
The forward system SW overboard discharge is located below the waterline, Flap valve No.2 CSW pump discharge
on the starboard side of the ship. The after SW system overboard discharge is non-return valve 701A1040 701A1136
located below the waterline, on the port side of the ship.
Issue: First 2.3.1 General Service and Diesel Generator Sea Water Systems Page 1
Illustration 2.3.1b Sea Water Systems - GS and DGs 3 & 4 Sea Water System Key
PI TI
IAHL
65 Sea Water
Emergency A.C.
Compressor
1229
For ECR & H.T. Cooling Water
Switchboard Room From Dry Dock
Ballast System 65
Sea Level 30m3/h 1237 Connection
PI
PI TI
IAHL L.T. Cooling Water
MGPS
Control Panel
Electrical Signal
65
150 150
All Valve No.s
1123 1122 Prefixed At 701A
Unless Stated
300 300 Otherwise
100
DG 3+4 1144 1143
TI PI
IAHL
125
HT Fresh Water Cooler 1
6808kW 1119
PI TI
300 H.T. DG 3+4
Cooling 300
1168 712A L.T. Fresh Water Cooler 1
L.T. 150
1170 6696kW
300
TI PI
IAHL Cooling
H.T. Ballast System
Cooling 712A 1167 300 L.T. 150 L.T.
1160 PI TI
Cooling 1118 Cooling 1121
1150 711A 100
450 TI PI Auxiliary Consumers 2
1192 1191 1146 Drain 1310
200
L.T. 300 L.T. Cooler
Cooling Drain 1600kW
711A 1149 125
1296 PI TI 65
300
TI PI 450 1120
IAHL
1165 Drain
300 H.T. PI
PIAL PI
IAHL 50 25
Cooling 1114
1170 712A 712A TI PI 300 PIAL
IAHL
300 1110
1161 450 15 15
H.T. 300 1147 1142 PI
L.T.
150
Cooling
1169 300 Cooling 1195 1115 1116 1196
PI TI 1152 711A 711A
DG 3+4 1311
1297
H.T. Fresh Water Cooler 2 L.T. 300 Sewage Sewage
Drain 1139 1137 1112
IMACS
6808kW Cooling Treatment Treatment
1151
1138 1136 1111 Unit 4 Unit 3
DG 3+4 PI TI
L.T. Fresh Water Cooler 2 Compartment Compartment
50 1145 DG 3&4 DG 3&4 Auxiliary 15 13
6696kW Drain 300 50
CSW CSW Consumers 2
Pump 1 Pump 2 CSW Pump
Junction 65 50
140m3/h 50 65 Junction
1450m3/h 1450m3/h
Box Box
1190 1102 65
1189 Sea Water
DPI DPI DPI 1100
Working Air + PI Working Air
+ PI + PI
To Fire To Ballast For Fresh Water To Ballast
450
450
1183 1101
System System Evaporator System 1103
Anodes 200m3/h 225m3/h 526m3/h 225m3/h Anodes
1202 1131 1130 1108
1188 1187 1106 1107
1184 1104
1185
500
500
200
Sea Chest Sea Chest
(Port) 1186 1105 (Starboard)
Drain To Sea Water Cross over 13 Drain To

Issue: First Illustration 2.3.1b Sea Water Systems - GS and DGs 3 and 4 Sea Water System
Procedure for the Operation of the Auxiliary Consumer Cooling Sea Closed Auxiliary consumers LT cooler shore
Water System connection inlet valve 701A1030 701A1031
Closed Auxiliary consumers LT cooler shore
a) Ensure that all strainers are clear. connection non-return valve 701A1201 701A1200
b) Ensure that all pressure gauge and instrumentation valves and d) Start the auxiliary consumer CSW pump and check for flows and
cocks are open and that the instruments are reading correctly. leaks.
c) Set up the valves as shown in the following table: Procedure for the Operation of the Evaporator Sea Water System
Position Description Valve Valve a) Ensure that all strainers are clear.
Compt. 11 Compt. 12
b) Ensure that all pressure gauge and instrumentation valves/cocks
Open Auxiliary consumers CSW pump
are open and that the instruments are reading correctly.
suction valve 701A1012 701A1108
Open Auxiliary consumers CSW pump c) Set the valves as shown in the following table: No.1 evaporator in
non-return discharge valve 701A1015 701A1111 compartment 11 and No.2 evaporator in compartment 12
Open Auxiliary consumers CSW pump
Position Description Valve Valve
Compt. 11 Compt. 12
Open Auxiliary consumers LT cooler
inlet valve 701A1020 701A1118 Open Evaporator hydraulic operated
sea suction valve 701A3805 701A3809
outlet valve 701A1023 701A1121 Open Evaporator SW pump suction
valve 701A3013 701A3015
Closed Auxiliary consumers LT cooler
No.1 bypass valve 701A1021 701A1120 Open Evaporator SW pump
Closed Auxiliary consumers LT cooler
No.2 bypass valve 701A1022 701A1119 Open Evaporator ejector pump
suction valve 701A3014 701A3016
non-return overboard discharge valve 701A1098 701A1122 Open Evaporator condensate cooler
inlet valve
overboard discharge valve 701A1099 701A1123 Open Evaporator condensate cooler
outlet valve
Open Sewage treatment units
inlet valve 701A1017 701A1114 Open Evaporator ejector outlet valve
Open No.1 sewage treatment unit Flap valve Evaporator ejector and brine
inlet valve 701A1011 overboard discharge N/R valve 701A3002 701A3010
Open Evaporator ejector and brine
Open No.1 sewage treatment unit line test valve 701A1097
overboard discharge valve 701A3003 701A3011
Open No.2 sewage treatment unit inlet valve 701A1010 Operational Brine pump discharge valve 701A3803 701A3811
Open No.2 sewage treatment unit line test valve 701A1098 Operational Brine pump recirculation valve 701A3821 701A3823
Open No.3 sewage treatment unit inlet valve 701A1116
Operation of the evaporator control system activates the brine pump discharge
Open No.3 sewage treatment unit line test valve 701A1196 valves and recirculation valves, so that brine may be discharged overboard or
Open No.4 sewage treatment unit inlet valve 701A1115 back to the evaporator SW pump suction upon starting up the unit.
Open No.4 sewage treatment unit line test valve 701A1195 Distillate produced by the evaporator may be returned to the SW pump suction
if its salinity is too high.
Issue: First 2.3.1 General Service and Diesel Generator Sea Water Systems Page 2
llustration 2.3.2a Air Conditioning Plant Sea Water System Dry Dock Emergency Sea Water
Overboard Discharge And Dry
Key Dock Connection
Discharge Shell
Connection
Sea Water
Removable
Air Connection
Pipe
To Note* All valve numbers are To
Ballast prefixed by 701A unless stated Ballast
4
System otherwise. Brackets System
Deck 2
Deck 4
Deck 3
Vent
TI
2052
2033
400
A.C. Unit 1 A.C. Unit 2
2034
A.C. Unit 3
Condenser Condenser
Pressure Pressure
PI Condenser PI PI
Pressure
Vent Vent
TI TI
2053 2051
2022 M TI TI TI TI M TI TI M
2044
400 450 400 400
450 450 450 450 450 2809
2023 2811 2050 2045
2031 2810 2042
2018 2028 2039

2013 Cooling 2006
250 250
Cooling Cooling Sea Water
Sea Water Sea Water Pump
Dry Dock Pump PDI Pump PDI PDI 3 Dry Dock
Connection 1 2 (1155 m3/h) Connection
(1155 m3/h) (1155 m3/h)
+PI +PI +PI
250 250
250
50
65 2011 2035 2004

2014 2024
To To To To To
2012 Working Ballast Sprinkler Fire Swimming Sprinkler Working 2005
2056 Air System System System Pools System Air 2055
450
450 450
Sea Chest 2010 2003 Sea Chest

2008 2059 2007 2001
(Port) (STBD)
2009 2002
Drain To Sea Water Cross Over 9 Drain To

Issue: First Illustration 2.3.2a Sea Water Systems - Air Conditioning Plant Sea Water System
2.3.2 Air Conditioning Plant Sea Water System Procedure for the Operation of the Air Conditioning Plant Sea Water
System in Dry Dock
A.C. Plant Cooling SW Pump
(Note! Only air conditioning machines 1 and 3 can be operated with shore sea
Make: Pompe Garbarino water supply.)
Model: MU 30/315L
Capacity: 1,155m3/h at 1.2bar a) Ensure that all instrument valves are open and that instruments
are reading correctly.
Introduction
b) Set up the valves as in the following table:
There are three separate air conditioning units and each has its own cooling
SW pump. All CSW pumps take suction from sea water crossover No.9. The Position Description Valve Valve
CSW pump discharges to the air conditioning unit, the SW then passing M/C M/C
overboard or being recirculated back to the pump suction via a three-way No.1 No.3
valve. The three way valve is controlled by the air conditioning unit. Two of
Closed Sea suction valve 701A2014 2035
the air conditioning plants, No.1 and No.3 have a dry dock connection which
allows water to be supplied to the circulating system, after the pump discharge. Open CSW pump discharge valve 701A2018 2039
This enables the air conditioning units to remain operational when the ship is
Open Dry dock connection inlet valve 701A2013 2006
in dry dock.
Open Three-way valve inlet valve 701A2050 2042
Procedure for the Operation of the Air Conditioning Plant Sea Water
Operational Three-way valve 701A2811 2809
System
Open Overboard discharge N/R valve 701A2022 2044
a) Ensure that all instrument valves are open and that instruments Open Overboard discharge
are reading correctly. hydraulically operated valve 701A2023 2045
b) Set the valves as shown in the following table.
Position Description Valve Valve Valve

M/C M/C M/C
No.1 No.2 No.3
Open Sea suction valve 701A2014 2024 2035
Open CSW pump discharge
valve 701A2018 2028 2039
Closed Dry dock connection
inlet valve 701A2013 2006
Open Three-way valve
inlet valve 701A2050 2031 2042
Operational Three-way valve 701A2811 2810 2809
Open Overboard discharge
non-return valve 701A2022 2033 2044
Open Overboard discharge
hydr. operated valve 701A2023 2034 2045
c) Start the CSW pump and check that the instrumentation is

functioning. Check for leaks.
Issue: First 2.3.2 Air Conditioning Plant Sea Water System Page 1
Illustration 2.4.1a LT Fresh Water Cooling System for Auxiliary Consumers
2610
No.3 No.2 Aux. Consumers
PI
TI PI
TI
Waste Disposal Equipment LT Exp. 2 TK
TI PI
TI TI PI
TI
LI
TI LAL
TI
TI
TI
Shredder Densifier Shredder
Sample Sample
2767 2 1 TI Cooler 2 TI Cooler 1
PI
TI TI TI PI
TI 2613
2751 No.1
2758 2774 2604
2473 2474 2643 2644
PI
TI PI
TI
PI
TI PI
Coolers
No.4
1,2,3 & 4 2708 2711
TI
TI PI 2704
PI 2715 2480 2471
2707 2712 Air Comp. 2
2743 2759 LI
TI Header TK
TI LI
TI TI
TI
2750 DECK 4
Steering Gear 2766
Steering Gear Hydraulic 2479
DECK 3 20 20 20 20 80
Hydraulic Coolers (P)
Coolers (S) 40 40 40 40 Starting Air
Comp. 2
TI PI
TI
DECK 2
50 50 50 50
150
Stern Thruster 150
Hydraulic Unit
150 2614
TI TI 15 15
150
PI PI 125 125 125 125 15
15 50
25 25 25 25 2071 2072
2694
DECK 2
TI TI
2725
2697 2435 TI 50
PI PI TI
PI TI 40
TI PI 2616
Hydr. Hydr. 40 D.O. Cooler100
150 2775 2726 150
Unit Unit
Control Control Incinerator Incinerator 2776 150
Stern Air Dryer 2 Air Dryer 1 2 1 2777 150
Thruster 2778 150
TI PI TI TI Filling/Drain
65 Plus Circuit 200 IMACS
2440 DB 12 80
Provision 2066 2065
2523
Compressors
65
1&2 TI 100
PDI TI TI
Stern Thruster 100 100 2343 100
2495 2078 2076 2049
Motor Cooler 2488 PIAL M
2054 2050
2464 2077 150
2079
200 200
100 PI PI 15 15 15 15 2633 2056
PI PI 150
TI TI TI TI No.1 Aux. Cons.
TI TI LT CFW Pump PDI
TI TI 2047
Key 183 m3/h 2802
2335 Aux. Chemical
2340 2035
2339 2045 Cons. 1 LT Dosing
Condensers 2 2344 Aux. Consumer's
1 Cooler
TI TI
L.T. Fresh Water Connection for
Oil Coolers 20 20 TI TI 20 20 Analysing Equipment
L.T. Fresh Water 2526
2444 2502 2445 150
2509 Sea Water
PI PI PI
100 100 100 100
TI TI TI
Diesel Oil 40
Work/Control
200
Minus Air
Circuit Compressors
1 2
Prov. All Valves Prefixed By 711A
Comp.s Unless Stated
FZ 7 1&2 FZ 6 FZ 5
Issue: First Illustration 2.4.1a LT Fresh Water Cooling System for Auxiliary Consumers
2.4.1 Low Temperature Fresh Water Cooling System for Auxiliary Open No.1 clean drain cooler inlet valve 711A2540 Open No.2 bow thruster hydraulic unit cooling
Consumers inlet valve 711A2687
Open No.1 clean drain cooler outlet valve 711A2549
Auxiliary Consumers LT CFW Pump Open No.2 bow thruster hydraulic unit cooling
Open Separator cooler unit (533.1530) inlet valve 711A2267 outlet valve 711A2690
Make: Pompe Garbarino Open Separator cooler unit (533.1530) outlet valve 711A2278 Open Starboard fin unit cooler inlet valve 711A2238
Type: MU 100/250L Open Separator cooler unit (533.1540) inlet valve 711A2270 Open Starboard fin unit cooler outlet valve 711A2245
Capacity: 140m3/h at 3bar
Open Separator cooler unit (533.1540) outlet valve 711A2275 Open No.1 starting air compressor cooling
Introduction inlet valve 711A2617
Open No.1 auxiliary consumer LT cooling system
fore line valve 711A2781 Open No.1 starting air compressor cooling
This system provides fresh cooling water to the engine room auxiliary services. outlet valve 711A2618
Open No.1 auxiliary consumer LT cooling system
There are essentially two separate systems, each with its own pump, header Open No.1 sample cooler inlet valve 711A2644
fore line return valve 711A2782
tank and cooler. The coolers are circulated with SW in order to reduce the
temperature of the FW, the SW being supplied by an auxiliary consumer CSW Open Electrical motor AC chiller unit No.2 Open No.1 sample cooler outlet valve 711A2643
pump. inlet valve 711A2599 Open No.1 auxiliary consumer LT cooling
Open Electrical motor AC chiller unit No.2 system aft line valve 711A2777
Procedure for Operating No.1 Auxiliary Consumers LT CFW System outlet valve 711A2598 Open No.1 auxiliary consumer LT cooling
Open AC chiller unit No.2 bearing cooling system aft line return valve 711A2778
a) Check that all instrumentation valves are open and that the
instruments are reading correctly. supply valve 711A2657 Open No.1 incinerator hydraulic unit cooling
Open AC chiller unit No.2 bearing (a) cooling inlet valve 711A2065
b) Set up the valves as in the following table. All other valves are outlet valve 711A2658 Open No.1 incinerator hydraulic unit cooling
closed unless stated. Open AC chiller unit No.2 bearing (b) cooling outlet valve 711A2072
outlet valve 711A2659 Open No.1 shredder cooling inlet valve 711A2712
Position Description Valve
Open Electrical motor AC chiller unit No.3 Open No.1 shredder cooling outlet valve 711A2715
Open Pump suction valve 711A2624 inlet valve 711A2591
Open No.1 working air compressor cooling
Open Pump non-return discharge valve 711A2623 Open Electrical motor AC chiller unit No.3 inlet valve 711A2344
outlet valve 711A2590
Open Pump discharge valve 711A2622 Open No.1 working air compressor cooling
Open AC chiller unit No.3 bearing cooling outlet valve 711A2340
Operational No.1 auxiliary consumers LT cooler
supply valve 711A2660
three-way valve 711A2634 Open No.1 control air dryer cooling inlet valve 711A2076
Open AC chiller unit No.3 bearing (a) cooling
Open No.1 auxiliary consumers LT cooler inlet valve 711A2633 outlet valve 711A2661 Open No.1 control air dryer cooling outlet valve 711A2077
Open No.1 auxiliary consumers LT cooler inlet valve 711A2625 Open AC chiller unit No.3 bearing (b) cooling Open No.1 plus circuit cooling compressor
outlet valve 711A2652 cooling inlet valve 711A2443
Closed Pump and cooler bypass valve 711A2527
Open AC service compressor inlet valve 711A2228 Open No.1 plus circuit cooling compressor cooling
Open System overflow valve to expansion tank 711A2532 outlet valve 711A2495
Open AC service compressor outlet valve 711A2229
Open No.1 auxiliary consumers LT cooler Open No.1 minus circuit cooling compressor cooling
expansion tank valve 711A2612 Open No.1 bow thruster motor cooling inlet valve 711A2001 inlet valve 711A2445
Closed No.1 auxiliary consumers LT cooler Open No.1 bow thruster motor cooling outlet valve 711A2004 Open No.1 minus circuit cooling compressor cooling
expansion tank drain valve 711A2605 outlet valve 711A2509
Open No.2 bow thruster motor cooling inlet valve 711A2579
Closed No.1 auxiliary consumers LT cooler Open Port side steering gear cooler No.1 inlet valve 711A2766
expansion tank filling valve 711A2611 Open No.2 bow thruster motor cooling outlet valve 711A2577
Open Port side steering gear cooler No.1 outlet valve 711A2759
Open No.1 dirty drain cooler inlet valve 711A2531 Open No.1 bow thruster hydraulic unit cooling
inlet valve 711A2688 Open Port side steering gear cooler No.2 inlet valve 711A2774
Open No.1 dirty drain cooler outlet valve 711A2538 Open Port side steering gear cooler No.2 outlet valve 711A2767
Open No.1 bow thruster hydraulic unit cooling
Issue: First 2.4.1 LT Fresh Water Cooling System for Auxiliary Consumers Page 1
Illustration 2.4.1b LT Fresh Water Cooling System for Auxiliary Consumers
2611
DECK 4
Aux. Con. 1
2654
LT Exp. 1 TK LI
TI LAL
TI DECK 2 PI TI
TI PI
DECK 5 Fin Unit
LO Sep. Cooler Unit 20
Cooler (P) TI PI
2612 2605 TI PI 2655 2690 2691
80 20
20 PI 20
20 20
2567 TI TI
AC Chiller
2472 2263 2258
TI Unit 1 2686
PI PI
LI TI PI
LI
TI TI PI TI
Motor
PI
TI Cooler
TI PI
Air 2163
2575 3 2 Bow 1
Comp. No.2
2170 Thruster
Header TK
Starting 2255 Hydr. Units
Air Comp. 2266 2656 TI TI 20
1,2 & 3
No. 2 TI PI
TI PI PI TI PI
TI PI TI PI
20 2032 2683 20 2687 2688 20
Fin Unit 2025
Cooler (S) 2278
40 40 2267 20 25 25
2779 50 50 20
100
2618 65 65
PI 50 65
2780
80 50
TI
PI TI 65 2580
TI
PI 2270 50 2781 2579 2001
100 65
PI
TI 50
2782 2599 2598
2238 2275 TI PI TI PI TI PI
TI PI 50 2245 PI TI 50 TI TI
50 100
2617 PI TI
80 50 PI 50 50
40 40 PI 50 50 50
20
100 LO Sep. Cooler Unit
100 2657
150 80 AC Chiller 80 E-Motor Bow E-Motor Bow E-Motor Bow
100 Unit 2 Thruster 3 Thruster 2 Thruster 1
Motor
Analysis IMACS Cooler
200
Chem. Equip. No.1 Aux. Cons. TI PI TI PI TI PI

Dosing Conn. LT CFW Pump 100 2527 2659 PI
183 m3/h 20 20 2583 2577 2004
PI
TI
2801 PI TI PDI 15 2658 TI
50
2634 20
M
PIAL 2532 50 50
2530
2591 2590 50
200 150 2625 65
2624 2623 2622 2633 150 200 TI TI
PDI
2632
PI PI Key
20
Aux. 2626
2545 PI TI
Cons. 1 LT 2587 Aux. Consumer's
125 Cooler 150 AC Chiller L.T. Fresh Water
Clean Drain
Cooler PI 2531 Unit 3
PI
150 2543 Motor L.T. Fresh Water
PI PI
200 200 40 Cooler
1
125 2549 2540 Sea Water
TI TI
2538 TI TI
200 Dirty PI
Drain Coolers 20 2662
Clean Drain Cooler 2533 PI
200 1&2 TI
PI PI 20 20
125 PI PI 40 40
200 150 200 2 2228
2661
2557 TI TI 2551 50 50 All Valves Prefixed By 711A
2566 TI TI 2558 Unless Stated
2229
125 2574 2561 15
2552 PI TI AC Service TI PI
40
2550 Compr.
FZ 5 FZ 4 FZ 3 FZ 2 FZ 1
Issue: First Illustration 2.4.1b LT Fresh Water Cooling System for Auxiliary Consumers
c) Check that power is available at the cooler three-way valve and Open Separator cooler unit (533.1520) inlet valve 711A2258 Open No.2 working air compressor cooling outlet valve 711A2335
that the valve is set for automatic control.
Open Separator cooler unit (533.1520) outlet valve 711A2263 Open No.2 control air dryer cooling inlet valve 711A2078
d) Ensure that cooling SW is available at the LT FW cooler. Open No.2 auxiliary consumer LT cooling system Open No.2 control air dryer cooling outlet valve 711A2079
fore line valve 711A2779
Open No.2 plus circuit cooling compressor
e) Start No.1 auxiliary consumer LT CFW pump from the ECR. Open No.2 auxiliary consumer LT cooling system cooling inlet valve 711A2464
fore line return valve 711A2780
f) Operate the individual systems as required. Open No.2 plus circuit cooling compressor
Open Elect. motor AC chiller unit No.1 inlet valve 711A2025 cooling outlet valve 711A2488
g) Periodically check for leaks throughout the systems. Ensure that Open No.2 minus circuit cooling compressor
Open Elect. motor AC chiller unit No.1 outlet valve 711A2032
the expansion tank is maintained at the correct level. cooling inlet valve 711A2444
Open AC machine No.1 bearing cooling supply valve 711A2656 Open No.2 minus circuit cooling compressor
Procedure for Operating No.2 Auxiliary Consumers LT CFW System Open AC machine No.1 bearing (a) cooling cooling outlet valve 711A2502
a) Check that all instrumentation valves are open and all instruments Open Stbd side steering gear cooler No.3 inlet valve 711A2750
Open AC machine No.1 bearing (b) cooling
are reading correctly. Open Stbd side steering gear cooler No.3 outlet valve 711A2743
b) Set up the valves as in the following table. All other valves are Open No.3 bow thruster motor cooling inlet valve 711A2580 Open Stbd side steering gear cooler No.4 inlet valve 711A2758
closed unless stated. Open No.3 bow thruster motor cooling outlet valve 711A2583 Open Stbd side steering gear cooler No.4 outlet valve 711A2751
Position Description Valve Open No.3 bow thruster hydraulic unit cooling inlet valve 711A2683 Open Stern thruster hydraulic unit cooling inlet valve 711A2694
Open Pump suction valve 711A2050 Open No.3 bow thruster hydraulic unit cooling outlet valve711A2686 Open Stern thruster hydraulic unit cooling outlet valve 711A2697
Open Pump non-return discharge valve 711A2054 Open Starboard fin unit cooler inlet valve 711A2263 Open Stern thruster motor cooling inlet valve 711A2435
Open Pump discharge valve 711A2056 Open Starboard fin unit cooler outlet valve 711A2270 Open Stern thruster motor cooling outlet valve 711A2440
Operational No.2 auxiliary consumers LT cooler 3-way valve 711A2049 Open No.2 start air compressor cooling inlet valve 711A2616 c) Check that power is available at the cooler three-way valve and
Open No.2 start air compressor cooling outlet valve 711A2614 that the valve is set for automatic control.
Open No.2 auxiliary consumers LT cooler inlet valve 711A2033
Open No.2 auxiliary consumers LT cooler inlet valve 711A2047 Open No.1 sample cooler inlet valve 711A2474 d) Ensure that cooling sea water is available at the LT FW cooler.
Closed Pump and cooler bypass valve 711A2523 Open No.1 sample cooler outlet valve 711A2473
e) Start No.1 auxiliary consumer LT CFW pump from the IMACs.
Open System overflow valve to expansion tank 711A2550 Open D.O. cooler inlet valve 711A2725
Open D.O. cooler outlet valve 711A2726 f) Operate the individual systems as required.
Open No.2 auxiliary consumers LT cooler expansion
tank valve 711A2613 Open No.2 auxiliary consumer LT cooling system g) Periodically check for leaks throughout the systems. Ensure that
aft line valve 711A2775 the expansion tank is maintained at the correct level.
Closed No.2 auxiliary consumers LT cooler expansion
tank drain valve 711A2604 Open No.2 auxiliary consumer LT cooling system
aft line return valve 711A2776
Closed No.2 auxiliary consumers LT cooler
expansion tank filling valve 711A2610 Open No.2 incinerator hydraulic unit cooling inlet valve 711A2066
Open No.2 dirty drain cooler inlet valve 711A2551 Open No.2 incinerator hydraulic unit cooling outlet valve 711A2071
Open No.2 dirty drain cooler outlet valve 711A2556 Open No.2 shredder cooling inlet valve 711A2704
Open No.2 clean drain cooler inlet valve 711A2558 Open No.2 shredder cooling outlet valve 711A2707
Open No.2 clean drain cooler outlet valve 711A2566 Open Densifier cooling inlet valve 711A2708
Open Separator cooler unit (533.1510) inlet valve 711A2256 Open Densifier cooling outlet valve 711A2711
Open Separator cooler unit (533.1510) outlet valve 711A2266 Open No.2 working air compressor cooling inlet valve 711A2339
Issue: First 2.4.1 LT Fresh Water Cooling System for Auxiliary Consumers Page 2
Illustration 2.4.2a Forward Diesel Generator HT Fresh Water Cooling System Key
H.T. Cooling Water
15
Steam
15
Condensate
1068 TI PI 1338
Nozzle Cooling Sea Water
System Evaporator 1 TIAL
LI LAL Electrical Signal

DG 1 & 2 TI
M
HT Exp. Tank 1069

1040 PI TI 1293 Steam
2.2 m3
M
250
65
TIAL
M TI Evap 1 HT
TI Booster
1298 65 FIAHL Circ Pump
Heater
1291 1290 300 m3/h
Diesel Generator
Drains M SW
Engine 1 Heater Condensate PDI
4 bar 1866
80 TIAH 250
LT Out LT In TI
1867 1288
M PIAL PIAL TIAL
1891 1299 PI TI
200 200
15
1302 200
1867 DG 1 & 2 100 125
TI TIAHL TIAHL HT System
1244
PI TI
32 1243 1287 IMACS
TI PI
1301 1231 LT Vent 1866 TI
TIAH
DG 1 & 2 / 3 & 4 1263
PIAL PI
PI
65
Heat Exchanger
1305 200 200 Compt. 12 1237 1235
M
Steam
200
200
200
250 Cond.
TI PI
To/From TI
15 32
Diesel Engines Charge Air Cooling In Combustion
TI
3&4 Regulation Valve Air Duct 701A
No.1 Cooler TI DG
1314 TI PI 1069
Diesel Generator Fwd SW Preheater
PI
Engine 2 Cooling System 31 m3/h
1866 Vent 1238
4 bar
1306 Drain
TIAH 1336 100 125
LT Out LT In TI 701A TI PI
32 1070
200
1892
1317
200
M PIAL PIAL TIAL 1867

1307 1309 PI TI
200 200
1226 1318 250
15
250
150
200 250
1867 1326
TI 1320 701A
1230 TIAHL TIAHL No.2 Cooler
1321 TI PI 1071 250
200
200
PI TI PDI 150
200 TI PI
LT Vent 1866 Vent Drain Connection
PIAL TIAH
PI No.1 for Analysing
250
1312 701A 1328 1214

TI PI
200 DG 1 & 2 HT 1072 1217
Coolers 169 m3 250
1868
TI PI
DG 1 & 2 HT CFW
Charge Air Cooling TI In Combustion Pumps 340 m3/h PDI No.2 1219
Chemical
250
Regulation Valve Air Duct 250
250 250
250 Dosing
250 1221 1220
250 IMACS
PDI
250
TI TI
M
1319
250 250
Note* All valve numbers are
prefixed by 712A unless stated otherwise. 1224 1223 1222
80
Issue: First Illustration 2.4.2a Forward Diesel Generator HT Fresh Water Cooling System
2.4.2 Diesel Generator High Temperature Fresh Water Cooling System Position Description Forward Aft Open No.1 and 2 DG nozzle cooler HT
System System supply valve No.1 712A1302
HT CFW Pump Valve Valve Open No.1 and 2 DG nozzle cooler HT supply
Open No.1 CFW pump suction valve 712A1219 712A1266 valve No.2 712A1306
Make: Pompe Garbarino
Model: MU 150/250L Open No.1 CFW pump discharge Open No1 and 2 DG nozzle cooler HT inlet valve 712A1298
Capacity: 340m3/h at 2.7bar non-return valve 712A1220 712A1268
Open No.1 and 2 DG nozzle cooler HT outlet valve 712A1293
Motor: 32.4kW 1750rpm Open No.1 CFW pump suction valve 712A1221 712A1269
Closed Heat exchanger bypass valve 712A1252
Introduction Open No.2 CFW pump suction valve 712A1222 712A1270
Open No.3 DG engine cooling supply valve 712A1113
Open No.2 CFW pump discharge
The high temperature cooling system is used for cooling the diesel generator non-return valve 712A1223 712A1272 Open No.3 DG engine direct cooling supply valve 712A1283
cylinder jackets and fuel injector nozzles. Each engine has its own internal Operational No.3 DG engine three-way temp. control valve 712A1841
cooling circuit, with water supplied by means of external pumps. There are two Open No.2 CFW pump suction valve 712A1224 712A1273
separate HT cooling systems, one for the forward pair of engines and the other Closed Engine HT bypass valve 712A1217 712A1275 Open No.3 DG engine cooling inlet valve 712A1116
for the after pair of engines. Operational HT cooler three-way Open No.3 DG engine cooling outlet valve 712A1118
temperature control valve 712A1319 712A1156
Each system comprises two CFW circulating pumps, two HT coolers, a nozzle Open No.4 DG engine cooling supply valve 712A1145
cooling water cooler, an expansion tank and a multi-stage flash evaporator. The Open No.1 HT cooler inlet valve 712A1218 712A1160
Open No.4 DG engine direct cooling supply valve 712A1279
system for the forward pair of engines is provided with a preheater which is Open No.1 HT cooler outlet valve 712A1217 712A1170
supplied with steam heating. This preheater enables the HT jacket water Operational No.4 DG engine three-way temp. control valve 712A1861
system to be maintained at the correct temperature, when only one engine is Open No.2 HT cooler inlet valve 712A1326 712A1161
Open No.4 DG engine cooling inlet valve 712A1143
operating under light load. The preheater is also used for warming through the Open No.2 HT cooler outlet valve 712A1320 712A1110
system when starting from cold. The aft HT cooling system can be warmed Open No.4 DG engine cooling outlet valve 712A1148
through via a heat exchanger, through which hot water is circulated from the Open HT expansion tank
connection valve 712A1040 712A1138 Open No.3 and 4 DG nozzle cooler HT
forward system. The two systems are completely separate and there is no supply valve No.1 712A1188
provision for cross connection. Closed HT expansion tank drain valve 712A1069 712A1111
Open No.1 and 2 DG nozzle cooler HT
Closed HT expansion tank filling valve supply valve No.2 712A1192
Procedure for Setting Up and Operating the Diesel Generator Engine
from LT system 712A1068 712A1108
HT FW Cooling System Open No.3 and 4 DG nozzle cooler HT inlet valve 712A1210
Open Preheater FW inlet valve 712A1243
Open No.3 and 4 DG nozzle cooler HT outlet valve 712A1129
a) Check that the valves to all the instruments are open and the Open Preheater FW outlet valve 712A1238
instruments are operating correctly.
Closed Preheater bypass valve 712A1237 All engines are now ready for starting.
b) Check that power is available at the temperature control bypass Open No.1 DG engine HT cooling supply valve 712A1301 (Note! The charge air intercoolers are supplied with fresh cooling water from
valves and that the valves are set to operate automatically. the HT and LT diesel generator systems. Both of these systems must be in
Open No.1 DG engine direct cooling supply valve 712A1231 operation when an engine is started. Pneumatically actuated valves at the
c) Check that the cooling FW is correctly treated to prevent Operational No.1 DG engine three-way temp. control valve 712A1891 intercoolers provide for connection between the HT and LT diesel generator
corrosion, by taking a sample and analysing, if necessary. cooling systems.)
d) Set up the system valves as in the following table. Valves are to e) With the valves set, select one pump as operational and the other
Open No.1 DG engine cooling outlet valve 712A1305
be set for all engines, unless an engine has been shut down for as standby from the IMACS mimic. Start the operational pump.
maintenance. In this case, the PMS must be configured so that the Open No.2 DG engine cooling supply valve 712A1307
engine cannot be started. f) Check for the correct operation of the system and ensure that the
Open No.2 DG engine direct cooling supply valve 712A1230
correct temperature is maintained.
Unless specified all other valves must be closed. Operational No.2 DG engine three-way temp. control valve 712A1892
Open No.2 DG engine cooling outlet valve 712A1312
Issue: First 2.4.2 Diesel Generator HT Fresh Water Cooling System Page 1
Illustration 2.4.2b Aft Diesel Generator HT Fresh Water Cooling System
15
DG 3 & 4 Nozzle Cooler 15
TI PI
Deck 3 65 80
1210
65 1129
Nozzle Cooling System
PI TI 1108
1339 LT
250 CFW
15
Evaporator 2 TIAL
LI LAL
System
Deck 2 15 M
TI
Steam 1138 DG 3 & 4

NC HT Exp. Tank
M
Diesel Generator 1111
Drains 2.2 m3
Engine 3 1847
TIAL 80
M TI
LT Out 4 bar TI Booster 250
TIAH FIAHL
LT In TI
Heater Key
1841 1846
M PIAL PIAL TIAL H.T. Cooling Water
1116 PI TI M SW
200 200 Cond.
Heater Electrical Signal
1188 15
200 Steam
1846
TI TI TIAHL TIAHL Condensate
250
1113 1283 PI TI
PI TI PI 250
Sea Water
LT Vent 1847
TIAH
PIAL
PI Note* All valve numbers are
prefixed by 712A unless stated otherwise.
Charge Air Cooling TI No.1 Cooler 701A DG 3 & 4 HT
1118
Regulation Valve TI PI 1167 Coolers 169 m3
200 SW Cooling
System To Cooling Water From Diesel
1105 1159
Vent 200 Drain DB 12.5 Engines 1 & 2
65
1170 701A TI PI
Drain
NC 32 1168 1160
250
Diesel Generator 1277
Drains 150 250
1192 Engine 4 1110
1847 701A
1109 TI PI 1169
1161
200
LT Out 4 bar TIAH

LT In TI Vent 1248 1247
Drain
200
M PIAL PIAL TIAL
1846 TI PI
1145 1143 PI TI 701A 1158
TI PI
200 TI PI 1244 From
1170 No.2 Cooler 80 100
15 DGs 1 & 2
1861 1251 100 80 Preheater
1846
TI DGs 1, 2, 3 & 4
TI 250
200
TIAHL TIAHL
1260 1259 HT Heat
250 Exchanger
1279 PI PI TI
TI PI 1847 Vent Vent 31 m3
LT Vent 150 1252
TIAH PDI 1254
TI PIAL No.1 PI
PI PI
DG 3 & 4 HT 1266
250
250
250
250
80
1148 CFW Pumps TI

TI
200
200 340 m3 To
1275 PDI 100
DGs 1 & 2
250 No.2 1255 1263 Preheater
1268
250
Charge Air Cooling TI In Combustion
Regulation Valve Air Duct Deck 2 1264 Evap. 2 HT Circ.
Conn. for
1269 Analysis Point Pump 300 m3
IMACS PDI
TI Chemical
Dosing Unit 5
M
1273 1272 1270 1869 PDI
1273 1156 250 250 250 80

1331 1332
250 200
250 250
200 1330
200
80
Issue: First Illustration 2.4.2b Aft Diesel Generator HT Fresh Water Cooling System
Procedure for Warming Through an Engine Prior to Starting d) Open the heat exchanger inlet valve (712A1251), from the aft HT
system.
If an engine in the system is currently operating, the other engine is maintained
in a heated condition by cooling water circulating in the HT system, provided e) Open the heat exchanger outlet valve (712A1255), from the aft
that the engine valves are open and the three-way temperature control valve is HT system.
operational.
f) Start one of the aft HT system FW circulating pumps and put the
If neither engine in a system is operating, the heating must be supplied by an other on standby. Water passing through the heat exchanger will
external means. be heated by the water from the forward HT system.
Forward HT Cooling FW System g) When the engine is up to the correct temperature, start the engine.
a) Set the valves as in the procedure described above. Start the h) When the aft HT system is stable, shut the heat exchanger valves.
circulating pump. The coolers are bypassed as the temperature is
too low for cooling.
b) Check that the preheater FW inlet valve (712A1243) and outlet

valve (712A1238) are open.
c) Open the preheater condensate discharge valve (732A1189).
d) Open the steam supply valve to the preheater (731A1252) and

from the ECR open the motorised preheater steam inlet valve
(731A1250).
e) FW will be drawn through the heater and the temperature

gradually increased. Note that the rate of temperature increase in
the HT system must be within the limits set by MAN B&W in
order to reduce the risk of differential expansion problems in the
engine system.
f) When the engine has been started and is on load, the steam supply
can be shut off and the coolers allowed to control the FW
temperature in the HT system.
Aft HT Cooling FW System
This system has no steam preheater, but has a heat exchanger utilising heat
from the forward HT system. In this case the forward system is warm.
a) Set the valves as in the main operating procedure and start a

circulating pump.
b) Open the heat exchanger inlet valve (712A1244), from the

forward HT system.
c) Open the heat exchanger outlet valve (712A1263), from the

forward HT system.
Issue: First 2.4.2 Diesel Generator HT Fresh Water Cooling System Page 2
Illustration 2.4.3a Diesel Generator LT Fresh Water Cooling System
15
15 A
TI PI
TI TI PI
TI 1753 Key B
1769 TI PI
TI
Synchro Conv. Synchro Conv. L.T. Cooling Water
2 PEM 1 Thyristor
TI PI 1684 1 PEM 1 Thyristor TI
1690 15
TI
Cooling (15 m3/h) Cooling (15 m3/h)
1679 1685 Electrical Signal
PI
TI PI
TI
TI PI
TI Propulsion Transf. TI PI
TI Propulsion Transf.
TRS. 3 PEM 1 Fresh Water
TI TRS. 1 PEM 1 TI
(7 m3/h) 1540 (7 m3/h) 1659
1478 1618 1732
Coolers TI TI Deck 3
PI
TI PI
TI
TI PI
TI Propulsion Transf. TI PI
TI Propulsion Transf.
Deck 2
TRS. 4 PEM 2 TI TRS. 2 PEM 1 TI 1543
80 125
(7 m3/h) (7 m3/h) PI
1656 1663 1725 25
1619 Deck 3 1622 Deck 3
80 TI TI TI TI 25
80
1727 C
100 25 1576
Thrust 1589 1590 1591 1592
Shaft Shaft Shaft TI TI
Bearing Bearing Bearing Bearing TI Main
P TI TI TI 80
P P P TI PI PI Alternator
(1.5 m3/h) TI PI TI
(0.5 m3/h) (0.5 m3/h) (0.5 m3/h) PI 25 25
Port DG 3
Propulsion
TIAH TIAH
TI TI TI Electric 25 0.6m3/h
Motor 80
TIAH TIAH TIAH TIAH 1730 80 1751 1729
25 25 125
TI TI TI TI
100 25 25 200
25 TI TI TI TI
PI PI PI PI TI PI
1426 1425 1424 1423 1422 1421 1420 1419 125
80 80 1585 1586 1587 1588 D
100 200
1194
32 150 150 150 200 E
32 150 150 200
32 150 150 250
200
F
300
32 200
1262 200
25 65 100 100
25 25 G
1434 1433 1432 1431 1430 1429 1428 1427 TI PI
150 100 1581 1582 1583 1584 65
25 125 25 200
100
1716 1718 1723
TIAH TIAH
TI TI TI 80 80 0.6m3/h
TIAH Starboard
TIAH TIAH TIAH
Propulsion
Electric Main
Motor Altern. 1575
Shaft Shaft Shaft Thrust DG 4
Bearing Bearing Bearing Bearing TI
25
TI
TI
TI TI
S S S S 1577 1579
(0.5 m3/h) (0.5 m3/h) (0.5 m3/h) (1.5 m3/h) PI
TI PI
TI TI TI
PI PI
1578 1724
25 H
TI
TI TI
1580 TI 25
80 80 1719 25
100 TI 1550
PI 125
Deck 3 100 65 Deck 3
40 32 1631 40 32 1638 25
1625 Propulsion Transf. 40 1632 Propulsion Transf. 40 PDI 250
TRS. 7 PEM 2 TI TRS. 5 PEM 2 TI
1717
80 TI TI
TI PI 32 (7 m3/h) TI PI 32 (7 m3/h)
TI TI
PI PI
300
Coolers TI Coolers TI
Note* All valve 40 32 1645 40 32 1652 1327 I
numbers are Propulsion Transf. Propulsion Transf. 150
prefixed by 1639 40 1646 40
TRS. 8 PEM 2 TI TRS. 6 PEM 2 TI
711A unless stated TI TI J
TI PI 32 (7 m3/h) TI PI 32 (7 m3/h) 300
TI TI
otherwise. 1691 PI PI
Synchro Conv. 65 Synchro Conv.
65 TI
4 PEM 2 Thyristor TI 3 PEM 2 Thyristor
Cooling (15 m3/h) Cooling (15 m3/h) TI
TI 65 1770 1697 TI 65
1771 TI PI TI PI
TI PI 1755
1696 15 1702 15
65
Comp. 17 Comp. 16 15 Comp. 14 Comp. 13 Comp. 12
Issue: First Illustration 2.4.3a Diesel Generator Low Temperature Fresh Water Cooling System
2.4.3 Diesel Generator Low Temperature Fresh Water Cooling System Procedure for Setting up and Operating the Diesel Generator Engine LT Position Description Forward Aft
CFW System System System
LT CFW Pump Valve Valve
a) Check that the valves to all instruments are open and that the Closed Chemical dosing plant supply
Make: Pompe Garbarino instruments are operating correctly.
Model: MU 200/250L valve 711A1819 711A1820
Capacity: 685m3/h at 2.8bar b) Check that power is available at the temperature control bypass Open Exp. tank connection valve 711A1147 711A1148
Motor: 75kW 1800rpm valves and that the valves are set to operate automatically. Closed Expansion tank drain valve 711A1143 711A1142
CFW Transfer Pump c) Check that the cooling FW is correctly treated to prevent Closed Expansion tank filling valve 711A1141 711A1140
corrosion, by taking a sample and analysing if necessary. Open LT CFW No.1 D/G engine
Model: MU 32/250 MA supply valve 711A1561
d) Set up the system valves as in the following table; valves are to be
Capacity: 6.5m3/h at 2.5bar Operational No.1 D/G temperature control three-way valve 711A1827
set for all engines, unless an engine has been shut down for
Motor: 4kW 1800rpm
maintenance. In this case the PMS must be configured so that the Open LT CFW No.1 D/G engine inlet valve 711A1033
engine cannot be started.
Introduction Open LT CFW No.1 D/G engine outlet valve 711A1035
Unless specified all other valves must be closed. Closed LT CFW No.1 D/G engine overflow valve A 711A1469
The diesel generator engine LT fresh water cooling system provides cooling
for the engine systems that are not subjected to the high temperatures found in Closed LT CFW No.1 D/G engine overflow valve B 711A1468
Position Description Forward Aft
the engine jacket system.
System System Open No.1 D/G governor oil cooler inlet valve 711A1456
Valve Valve
The charge air is cooled in two stages, the second stage is the LT cooling Open No.1 D/G governor oil cooler outlet valve 711A1457
system. The LT system also provides cooling for the engine lubricating oil, Open No.1 LT CFW pump suction
main alternators and bearings, propulsion motors and bearings, thrust bearings, valve 711A1121 711A1315 Open No.1 D/G alternator cooling supply valve 711A1044
propeller shaft bearings and the propulsion motor transformers. Cooling water Open No.1 LT CFW pump discharge Open No.1 D/G alternator oil cooler inlet valve 711A1739
is also supplied to the surplus steam condensers. N/R valve 711A1125 711A1319
Open No.1 D/G alternator oil cooler outlet valve 711A1733
Open No.1 LT CFW pump discharge
There are two separate LT CFW systems, each with two pumps and two Open No.1 D/G alternator bearing (a) inlet valve 711A1740
valve 711A1129 711A1323
coolers. A chemical dosing unit is also provided to allow for the introduction
of corrosion inhibiting chemicals; a connection is available for drawing water Open No.2 LT CFW pump suction Open No.1 D/G alternator bearing (a) outlet valve 711A1734
samples for analysis. An expansion tank allows for thermal expansion of the valve 711A1122 711A1316
Open No.1 D/G alternator bearing (b) inlet valve 711A1741
water in the system and maintains a pressure head. Open No.2 LT CFW pump discharge
N/R valve 711A1126 711A1320 Open No.1 D/G alternator bearing (b) outlet valve 711A1735
Water level in the header tanks is maintained by pumping water to the tanks
Open No.2 LT CFW pump discharge Open No.1 D/G alternator cooling discharge valve 711A1056
from the cooling water drain double bottom. This is achieved using the CFW
transfer pump, which has a local stop and start. valve 711A1130 711A1324 Open No.1 D/G engine L.O. cooler inlet valve 711A1036
Open Branch regulating valve
Open No.1 D/G engine L.O. cooler outlet valve 711A1005
(Note! It is important not to shut down the DG LT system if the boilers could engine bypass 711A1133 711A1327
dump steam to the dump condensers, which are cooled by the LT system.) Operational CFW system temperature Closed No.1 D/G L.O. cooler outlet cross-connection valve 711A1756
control three-way valve 711A1119 711A1312 Open LT CFW No.2 D/G engine supply valve 711A1562
Open Cooler bypass valve 711A1568 711A1569 Operational No.2 D/G temperature control three-way valve 711A1828
Open No.1 LT cooler inlet valve 711A1103 711A1296 Open LT CFW No.2 D/G engine inlet valve 711A1060
Open No.1 LT cooler outlet valve 711A1117 711A1310 Open LT CFW No.2 D/G engine outlet valve 711A1062
Open No.2 LT cooler inlet valve 711A1104 711A1297 Closed LT CFW No.2 D/G engine overflow valve A 711A1465
Open No.2 LT cooler outlet valve 711A1118 711A1311 Closed LT CFW No.2 D/G engine overflow valve B 711A1464
Issue: First 2.4.3 Diesel Generator Low Temperature Fresh Water Cooling System Page 1
Illustration 2.4.3b Diesel Generator LT Fresh Water Cooling System To LT CFW System Note* All valve numbers are Key
32 for Aux. Consumers prefixed by 711A
15 L.T. Cooling Water
A
unless stated otherwise.
15 32 15
B Sea Water
15 15
1140 15 1144
To/From DG 3&4 LT DG 1&2 LT Electrical Signal
Expansion To/From
HT CFW Expansion Nozzle Cooling
LI LAL Tank LI LAL HT CFW
System for Tank 1763
32 1.5m3 System for 1056
Diesel 1.5m3 PI
1148 1142 1143 1147 Diesel
Generators 80 80
Generators
25
80 To Oily Bilge 80 Diesel Generator 1
1553 Charge Air Cooler 1733 1734 1735
15 15 TI Diesel Non PIAL
1458 TI
1829 PIAL
150 1471 1827 TI PI
150 Stage 2
M
TI PI Generator 3 Potable M TI TI
80 TI
150 PI TI Deck 4 150 PI TI
200 200
TI PI TIAH
Water 200 150
TI PI TIAH
PIAL PIAL
TI TI
TIAL System 4 1552 PIAL PIAL
TI TI
TIAL
C 1180 Charge 1033
1561 15 15
15 Main
Air Cooler 1555
1035 Alternator
1182 Stage 2 S 200
TI TIAHL TIAHH
Local 50 TI TIAHL TIAHH DG 1
CFW Transfer 15 0.6m3/h
150 Start/ Pump 6.5m3/h 150
TIAH
200
150 TIAH
Stop 150 TI Governor
200
TI TI
TI Governor
1470 1774 1559 1469 Oil Cooler
1460 15 Oil Cooler 32 15 80 80
TI 32 TI 1457 1739 1740 1741
1461
15 1558 32 25 25
1456 125
To CFW LT Aux. Con. 15
1183 1184 125
200 TI TIPI OIL 1&3 15 1044 PI TI
1762 To CFW LT Aux. Con. 2&3 Cool Water 200 1036 1037 TI PI
TI OIL
200
200
TI PI
TI 32 1758 To CFW HT DG 3&4 Drain DB 12 200
DG 3 LO Cooler 1759 1190
(9.47 m3)
D 200 125
32 32 1761 To CFW HT DG 1&2
DG 1 LO Cooler TI PI
TI 1756 1043
200
E 200
200
300
F 200 32 1757
1063 1064
200 TI PI
TI OIL
125
300
DG 4 LO Cooler OIL 200 200
200 PI TI
200
TI PI
TI
1252 1760 TI PI
TI 1070 125
G DG 2 LO Cooler
200 125 1071 25 80 25
1251 TI 80 1459 1742 1743 80 1744
1463 PI
TI 15 Charge
1258 Diesel
15 1464 150 Generator 4 Air 25
15 TI PI PI TI TIAH
Cooler 0.6m3/h
TI Diesel 150
150 1474 Generator 4 PIAL PIAL
TI TI
TIAL Stage 2 Main
200
1062 Alternator
200
PI TI
1562
TI PI TIAH
PIAL
150 TI PI
DG 2
PIAL PIAL TIAL
TI TI 1828 TI
1250 TI
Charge TI TIAHL TIAHH
TI 1750
Air Cooler 150
TI PI
PIAL
TIAH 1749
1830 15 M 1060 TI TI Governor 1745 TI TI
Stage 2 150 80 80
200 TI TIAHL TIAHH
PDI 15 Oil Cooler 25
150 TI
H 15 1248 TI TIAH 1465 15 15 PI
TI 80
300
M
150 1083
150 Governor
15 TI Oil Cooler
1133 M 300
15 1119
15 300
1462 IMACS
300
1129 1125 No.1 No.1 1103

300 TI PI 250
IMACS 1571 No.1 DG 3&4 LT FW 1296 1115 1105
1323 1319 No.1 Coolers 1& 2 250 250
TI PI PI TI 1121 TI PI
300 PI TI
DG 1&2 LT CFW DG 1&2 LT FW
1308 1298 M 1819 1117
PI TI 1315 TI PI Pumps 1& 2 300 Coolers 1& 2 200
200 1312 300 PDI No.2 1104
DG 3&4 LT CFW 300 1310 (665 m3/h) 1122 250 1568
200
200
TI PI
Pumps 1& 2 No.2 No.2 1297 1516 1116 250 1106
I 300 (665 m3/h)
PDI
1316 TI PI 250 1130 1126 300 TI PI
1820 1309 PI TI
1299
PDI 1118 No.2
80
TI PI 200 200
300 PDI 1311
J 1324 1320 1670
Aux. Consumers 1 CFW LT Nozzle Cooling 200 2 200
150 TI PI TI PI
DGs 1&2 CFW HT 10 1672 1671 1168
1676 Surplus
Nozzle Cooling Aux. Consumers 2 CFW LT 1169 1677
15 TI PI TI PI Condensers
Chemical Dosing 150
DGs 3&4 CFW HT Comp. 11
1 1&2
Plant 1 200 200
200 200 1675 (200 m3/h)
Chemical 200
Dosing
Comp. 12 Plant 2
Issue: First Illustration 2.4.3b Diesel Generator Low Temperature Fresh Water Cooling System
Position Description Valve Position Description Valve Position Description Valve

Open No.2 D/G governor oil cooler inlet valve 711A1458 Open LT CFW No.4 D/G engine supply valve 711A1575 Open No.1 PEM forward bearing cooling outlet valve 711A1592
Open No.2 D/G governor oil cooler outlet valve 711A1457 Operational No.4 D/G temperature control three-way valve 711A1830 Open No.1 PEM aft bearing cooling inlet valve 711A1585
Open No.2 D/G alternator cooling supply valve 711A Open LT CFW No.4 D/G engine inlet valve 711A1248 Open No.1 PEM aft bearing cooling outlet valve 711A1589
Open No.2 D/G alternator oil cooler inlet valve 711A1742 Open LT CFW No.4 D/G engine outlet valve 711A1250 Open Port thrust bearing cooling inlet valve 711A1419
Open No.2 D/G alternator oil cooler outlet valve 711A1749 Closed LT CFW No.4 D/G engine overflow valve A 711A1473 Open Port thrust bearing cooling outlet valve 711A1420
Open No.2 D/G alternator bearing (a) inlet valve 711A1743 Closed LT CFW No.4 D/G engine overflow valve B 711A1474 Open Port No.1 shaft bearing cooling inlet valve 711A1421
Open No.2 D/G alternator bearing (a) outlet valve 711A1745 Open No.4 D/G governor oil cooler inlet valve 711A1462 Open Port No.1 shaft bearing cooling outlet valve 711A1422
Open No.2 D/G alternator bearing (b) inlet valve 711A1744 Open No.4 D/G governor oil cooler outlet valve 711A1461 Open Port No.2 shaft bearing cooling inlet valve 711A1423
Open No.2 D/G alternator bearing (b) outlet valve 711A1750 Open No.4 D/G alternator cooling supply valve 711A1262 Open Port No.2 shaft bearing cooling outlet valve 711A1424
Open No.2 D/G alternator cooling discharge valve 711A1083 Open No.4 D/G alternator oil cooler inlet valve 711A1723 Open Port No.3 shaft bearing cooling inlet valve 711A1425
Open No.2 D/G engine LO cooler inlet valve 711A1063 Open No.4 D/G alternator oil cooler outlet valve 711A1724 Open Port No.3 shaft bearing cooling outlet valve 711A1426
Open No.2 D/G engine LO cooler outlet valve 711A1070 Open No.4 D/G alternator bearing (a) inlet valve 711A1718 Open No.1 PEM transformer No.1 cooling inlet valve 711A1618
Closed No.2 D/G LO cooler outlet cross-connection valve 711A1757 Open No.4 D/G alternator bearing (a) outlet valve 711A1719 Open No.1 PEM transf. No.1 cooling outlet valve 711A1659
Open LT CFW No.3 D/G engine supply valve 711A1576 Open No.4 D/G alternator bearing (b) inlet valve 711A1716 Open No.1 PEM transformer No.2 cooling inlet valve 711A1622
Operational No.3 D/G temperature control three-way valve 711A1829 Open No.4 D/G alternator bearing (b) outlet valve 711A1717 Open No.1 PEM transf. No.2 cooling outlet valve 711A1663
Open LT CFW No.3 D/G engine inlet valve 711A1080 Open No.4 D/G alternator cooling discharge valve 711A1550 Open No.1 PEM transformer No.3 cooling inlet valve 711A1478
Open LT CFW No.3 D/G engine outlet valve 711A1082 Open No.4 D/G engine LO cooler inlet valve 711A125x Open No.1 PEM transf. No.3 cooling outlet valve 711A1540
Closed LT CFW No.3 D/G engine overflow valve A 711A1470 Open No.4 D/G engine LO cooler outlet valve 711A1258 Open No.1 PEM transformer No.4 cooling inlet valve 711A1619
Closed LT CFW No.3 D/G engine overflow valve B 711A1471 Closed No.4 D/G LO cooler outlet cross-connection valve 711A1760 Open No.1 PEM transf. No.4 cooling outlet valve 711A1656
Open No.3 D/G governor oil cooler inlet valve 711A1460 Surplus Steam Condenser Open No.1 PEM converter No.1 cooling inlet valve 711A1685
Open No.3 D/G governor oil cooler outlet valve 711A1461 Open No.1 surplus steam condenser CFW inlet valve 711A1671 Open No.1 PEM converter No.1 cooling outlet valve 711A1690
Open No.3 D/G alternator cooling supply valve 711A1194 Open No.1 surplus steam condenser CFW outlet valve 711A1672 Open No.1 PEM converter No.2 cooling inlet valve 711A1679
Open No.3 D/G alternator oil cooler inlet valve 711A1729 Open No.1 surplus steam cond. CFW bypass valve 711A1670 Open No.1 PEM converter No.2 cooling outlet valve 711A1684
Open No.3 D/G alternator oil cooler outlet valve 711A1727 Open No.2 surplus steam cond. CFW inlet valve 711A1676 Closed No.1 PEM vent valve 1 711A1772
Open No.3 D/G alternator bearing (a) inlet valve 711A1751 Open No.2 surplus steam cond. CFW outlet valve 711A1677 Closed No.1 PEM vent valve 2 711A1769
Open No.3 D/G alternator bearing (a) outlet valve 711A1725 Open No.2 surplus steam cond. CFW bypass valve 711A1675 Closed No.1 PEM system vent valve 711A1753
Open No.3 D/G alternator bearing (b) inlet valve 711A1730 No.2 Propulsion Electric Motor and Shaft System
No.1 Propulsion Electric Motor and Shaft System
Open No.3 D/G alternator bearing (b) outlet valve 711A1732 Open No.2 PEM forward cooling inlet valve 711A1583
Open No.1 PEM forward cooling inlet valve 711A1587
Open No.3 D/G alternator cooling discharge valve 711A1543 Open No.2 PEM forward cooling outlet valve 711A1579
Open No.1 PEM for cooling outlet valve 711A1591
Open No.3 D/G engine LO cooler inlet valve 711A1183 Open No.2 PEM aft cooling inlet valve 711A1582
Open No.1 PEM aft cooling inlet valve 711A1586
Open No.3 D/G engine LO cooler outlet valve 711A1190 Open No.2 PEM aft cooling outlet valve 711A1578
Open No.1 PEM aft cooling outlet valve 711A1590
Closed No.3 D/G LO cooler outlet cross-connection valve 711A1759 Open No.2 PEM forward bearing cooling inlet valve 711A1767
Open No.1 PEM forward bearing cooling inlet valve 711A1588
Illustration 2.4.3b Diesel Generator LT Fresh Water Cooling System To LT CFW System Note* All valve numbers are Key
32 for Aux. Consumers prefixed by 711A
15 L.T. Cooling Water
A
unless stated otherwise.
15 32 15
B Sea Water
15 15
1140 15 1144
To/From DG 3&4 LT DG 1&2 LT Electrical Signal
Expansion To/From
HT CFW Expansion Nozzle Cooling
LI LAL Tank LI LAL HT CFW
System for Tank 1763
32 1.5m3 System for 1056
Diesel 1.5m3 PI
1148 1142 1143 1147 Diesel
Generators 80 80
Generators
25
80 To Oily Bilge 80 Diesel Generator 1
1553 Charge Air Cooler 1733 1734 1735
15 15 TI Diesel Non PIAL
1458 TI
1829 PIAL
150 1471 1827 TI PI
150 Stage 2
M
TI PI Generator 3 Potable M TI TI
80 TI
150 PI TI Deck 4 150 PI TI
200 200
TI PI TIAH
Water 200 150
TI PI TIAH
PIAL PIAL
TI TI
TIAL System 4 1552 PIAL PIAL
TI TI
TIAL
C 1180 Charge 1033
1561 15 15
15 Main
Air Cooler 1555
1035 Alternator
1182 Stage 2 S 200
TI TIAHL TIAHH
Local 50 TI TIAHL TIAHH DG 1
CFW Transfer 15 0.6m3/h
150 Start/ Pump 6.5m3/h 150
TIAH
200
150 TIAH
Stop 150 TI Governor
200
TI TI
TI Governor
1470 1774 1559 1469 Oil Cooler
1460 15 Oil Cooler 32 15 80 80
TI 32 TI 1457 1739 1740 1741
1461
15 1558 32 25 25
1456 125
To CFW LT Aux. Con. 15
1183 1184 125
200 TI TIPI OIL 1&3 15 1044 PI TI
1762 To CFW LT Aux. Con. 2&3 Cool Water 200 1036 1037 TI PI
TI OIL
200
200
TI PI
TI 32 1758 To CFW HT DG 3&4 Drain DB 12 200
DG 3 LO Cooler 1759 1190
(9.47 m3)
D 200 125
32 32 1761 To CFW HT DG 1&2
DG 1 LO Cooler TI PI
TI 1756 1043
200
E 200
200
300
F 200 32 1757
1063 1064
200 TI PI
TI OIL
125
300
DG 4 LO Cooler OIL 200 200
200 PI TI
200
TI PI
TI
1252 1760 TI PI
TI 1070 125
G DG 2 LO Cooler
200 125 1071 25 80 25
1251 TI 80 1459 1742 1743 80 1744
1463 PI
TI 15 Charge
1258 Diesel
15 1464 150 Generator 4 Air 25
15 TI PI PI TI TIAH
Cooler 0.6m3/h
TI Diesel 150
150 1474 Generator 4 PIAL PIAL
TI TI
TIAL Stage 2 Main
200
1062 Alternator
200
PI TI
1562
TI PI TIAH
PIAL
150 TI PI
DG 2
PIAL PIAL TIAL
TI TI 1828 TI
1250 TI
Charge TI TIAHL TIAHH
TI 1750
Air Cooler 150
TI PI
PIAL
TIAH 1749
1830 15 M 1060 TI TI Governor 1745 TI TI
Stage 2 150 80 80
200 TI TIAHL TIAHH
PDI 15 Oil Cooler 25
150 TI
H 15 1248 TI TIAH 1465 15 15 PI
TI 80
300
M
150 1083
150 Governor
15 TI Oil Cooler
1133 M 300
15 1119
15 300
1462 IMACS
300
1129 1125 No.1 No.1 1103

300 TI PI 250
IMACS 1571 No.1 DG 3&4 LT FW 1296 1115 1105
1323 1319 No.1 Coolers 1& 2 250 250
TI PI PI TI 1121 TI PI
300 PI TI
DG 1&2 LT CFW DG 1&2 LT FW
1308 1298 M 1819 1117
PI TI 1315 TI PI Pumps 1& 2 300 Coolers 1& 2 200
200 1312 300 PDI No.2 1104
DG 3&4 LT CFW 300 1310 (665 m3/h) 1122 250 1568
200
200
TI PI
Pumps 1& 2 No.2 No.2 1297 1516 1116 250 1106
I 300 (665 m3/h)
PDI
1316 TI PI 250 1130 1126 300 TI PI
1820 1309 PI TI
1299
PDI 1118 No.2
80
TI PI 200 200
300 PDI 1311
J 1324 1320 1670
Aux. Consumers 1 CFW LT Nozzle Cooling 200 2 200
150 TI PI TI PI
DGs 1&2 CFW HT 10 1672 1671 1168
1676 Surplus
Nozzle Cooling Aux. Consumers 2 CFW LT 1169 1677
15 TI PI TI PI Condensers
Chemical Dosing 150
DGs 3&4 CFW HT Comp. 11
1 1&2
Plant 1 200 200
200 200 1675 (200 m3/h)
Chemical 200
Dosing
Comp. 12 Plant 2
Issue: First Illustration 2.4.3b Diesel Generator Low Temperature Fresh Water Cooling System
Position Description Valve f) When the LT system temperature is at the correct level, the engine
may be started and loaded. As the engines must be available for
Open No.2 PEM forward bearing cooling outlet valve 711A1580
duty at most times, it is normal for the cross connection valves to
Open No.2 PEM aft bearing cooling inlet valve 711A1581 be open when both engines in that particular LT system are shut
down. This ensures that the cooling system is at the correct
Open No.2 PEM aft bearing cooling outlet valve 711A1577
temperature.
Open Stbd thrust bearing cooling inlet valve 711A1428
g) Operate each system as required. Check that water is flowing and
Open Stbd thrust bearing cooling outlet valve 711A1427
that the correct temperature is being maintained.
Open Stbd No.1 shaft bearing cooling inlet valve 711A1430
Procedure for Replenishing the Expansion Tanks
Open Stbd No.1 shaft bearing cooling outlet valve 711A1429
Open Stbd No.2 shaft bearing cooling inlet valve 711A1432 a) Open the CFW transfer pump suction valve from the cooling
water double bottom drain tank (711A1774). Open the transfer
Open Stbd No.2 shaft bearing cooling outlet valve 711A1431 pump discharge valve (711A1552).
Open Stbd No.3 shaft bearing cooling inlet valve 711A1434
b) Open the expansion tank filling valve (711A1141 for the forward
Open Stbd No.3 shaft bearing cooling outlet valve 711A1433 system tank, 711A1140 for the aft system tank).
Open No.2 PEM transformer No.5 cooling inlet valve 711A1632
c) Start the CFW transfer pump locally and fill the tank to the correct
Open No.2 PEM transformer No.5 cooling outlet valve 711A1638 working level.
d) When the working level is reached, stop the pump and close all
Open No.2 PEM transformer No.6 cooling outlet valve 711A1652 valves.
Open No.2 PEM transformer No.7 cooling outlet valve 711A1631
Open No.2 PEM transformer No.8 cooling outlet valve 711A1645
Open No.2 PEM converter No.3 cooling inlet valve 711A1702
Open No.2 PEM converter No.3 cooling outlet valve 711A1697
Open No.2 PEM converter No.4 cooling inlet valve 711A1691
Open No.2 PEM converter No.4 cooling outlet valve 711A1696
Closed No.2 PEM vent valve No.1 711A1771
Closed No.2 PEM vent valve No.2 711A1770
Closed No.2 PEM system vent valve 711A1756
e) At the ECR console, set one of the CFW pumps to operate and the
other to standby. Start the operational pump. The cross connection
valves between the forward and aft systems at the L.O. cooler
may be opened to enable one system to warm through the other
system.
2.5.1a Starting Air Compressors Cooling System
2471 2472
LI TI Air Compressor No.2 LI TI

Cooling Water Header Tank 32 Air Compressor No.1
0.5m3 Cooling Water Header Tank
0.5m3
Normally 2480 2479 Normally 2567 2575

Closed Closed
32
25
TI PI
TI TI PI
TI
40
Plate Plate
Cooler Cooler
40 25
2614 2618
4.0 m3h 4.0 m3h

PI PI
TI TI
PI PI
2616 2617
Starting Air Compressor No.2 Starting Air Compressor No.1
27kW / 8.52m3/h 27kW / 8.52m3/h
50 50
Key From Aux. L.T. To Aux. L.T.

From Aux. L.T. Drain To To Aux. L.T. Drain To
Consumer System Bilge Well Consumer System Consumer System Bilge Well Consumer System
Auxiliary Consumer's L.T. Cooling
Compressor L.T. Cooling Circuit
All Valve No.s

Prefixed At 711A
Unless Stated
Issue: First Illustration 2.5.1a - Starting Air Compressors Cooling System

2.5 Compressed Air Systems The starting air compressors are provided with automatic solenoid-operated Diesel Generator Starting Air System
unloading and cooler drain valves. The compressors will start off load and stop
2.5.1 Starting Air with the cooler drain valves open. The cooler drain valves are also opened Starting air is supplied to each diesel generator main starting air control valve
automatically and periodically whilst the compressors are in operation. and, via pneumatically controlled cylinder starting valves, to the cylinders.
Starting Air Compressors Individual starting valves on each cylinder are opened in the correct sequence
One of the two starting air compressors is selected for duty and the other for by pilot air from cam-operated starting pilot valves. The main starting valves
Make: Hamworthy Marine standby by means of a selector switch located on the ECR console. Each open in sequence, each admitting air to the cylinder, forcing the piston down
Type: 2TM6 compressor may be used to fill the receiver to which it is directly connected, and turning the engine. Mains air also acts as pilot air, but can only function as
Capacity: 185m3/h or they may be used to fill both receivers at the same time, one being the duty such to open the cylinder starting air valves if the stop control valves and
Pressure: 30bar compressor and the other the standby. interlocking valves are clear. The main control valve, which sends starting air
to the cylinder valves and air to the starting pilot valves, will only open after it
Introduction Starting and stopping the starting air compressors is controlled through receives a starting signal from the automatic power management system or
pressure switches mounted on the air receivers. Normally the air compressor from the local control stand.
Starting air for the main diesel generator engines is provided by two will cut in at 26bar and cut out at 30bar. If the selected duty air compressor
Hamworthy starting air compressors which are of the reciprocating, two- does not start, or if the air pressure continues to decrease, the standby starting Interlocking valves prevent the engine from starting when the turning gear is
cylinder, two-stage, single-acting, water-cooled, electrically driven type. air compressor starts at 25bar and stops at 30bar. If the pressure continues to engaged or other starting interlocks are present. The stop control valves are
fall, an alarm is raised. actuated by emergency stop signals and supply air to shift the fuel racks on
Compressors have their own cooling circuit for cylinder jackets, air intercooler individual fuel pumps to the ‘No Fuel’ position.
and air aftercooler. A compressor driven water pump circulates the cooling Each starting air compressor starter is provided with the following means for
water through the circuit which includes an external heat exchanger. The heat control and monitoring: The engines have a slow turning facility in order to reduce the risk of engine
exchangers are cooled by water circulating in the low temperature auxiliary damage should oil or water be present in one or more of the cylinders when the
Heater on light
consumers fresh water system. Each compressor has its own cooling water engine is started. When operating on automatic start, the slow turning system
header tank; these tanks have a capacity of 0.5m3. Make-up water comes from Local/remote stop switch is activated before full pressure main air is sent to the cylinder valves. Air at a
the distilled water system. reduced pressure of 8 bar is directed to the starting air system which functions
On pushbutton/running light
as normal but, because of the reduced air pressure, there is insufficient force
The starting air compressors discharge to two starting air receivers. No.1 Off pushbutton on the pistons to turn the crankshaft over against a hydraulic lock caused by oil
compressor discharges directly to No.1 receiver and No.2 compressor or water in one of the cylinders. The system functions until the engine has
Ammeter
discharges directly to No.2 receiver. Each starting air receiver has a capacity of completed about 2.5 revolutions and when this has been achieved, full starting
5,500 litres and a maximum operating pressure of 30bar. Air flows to the Local panel for: air pressure is allowed into the starting air system and the engine starts
starting air receivers via an oil/water separator. It is possible to use either normally. If the 2.5 revolutions are not completed in the designated time
High air/water temperature alarm interval, the engine will not start and the alarm is sounded.
compressor to fill either, or both, starting air receivers, crossover valves
(751A1041 and 751A1004) being provided for this purpose. Low oil pressure alarm
The two starting air compressors are connected by means of two air ring mains,
Fault reset and auto start pushbuttons which means that either of the two receivers can supply starting air to all four
In addition to supplying starting air to the main diesel generator engines, the
system also supplies the following: At the ECR console each compressor is provided with a REMOTE/AUTO engines. Under normal conditions isolating valves in the ring mains are closed
selector switch with START/STOP facility in remote. When remote is selected, so that No.1 starting air compressor and receiver supply air to DGs 3 and 4,
Working air system (via a 30/10bar reducer, but normally
the compressor will not run under the control of the pressure switches as stated whilst No.2 starting air compressor and receiver supply air to DGs 1 and 2.
supplied by dedicated compressors)
above.
Control air system
No.1 emergency diesel generator starting air receiver On restoration of power supplies following a blackout and after resetting the
restarting sequence, the selected duty starting air compressor will start
No.2 emergency diesel generator starting air receiver automatically after a time delay.
Sprinkler system pressure tank
Each starting air compressor is provided with the following alarms:
Should a prolonged power failure occur, compressed air for starting the
Low oil pressure
emergency generators may be provided by the emergency diesel engine driven
starting air compressor located in the emergency generator room on deck 5 aft. High air outlet temperature
Voltage failure
Issue: First 2.5.1 Compressed Air Systems - Starting Air Page 1

PI
Illustration 2.5.1b Starting Air System
PI PIAL PI 100 25 IMACS 1,400 litres

Pipe 25 Capacity
Set Point 11 Bar To Funnel 1044
Vol. 2.979m3
40 9.8 Bar
To Open Deck 1043 1816 PI
PI
Emergency Diesel Emergency Start Oil Water
PI
Air Compressor 1041 Trap
Generator No.1
Hand Starting
30 - 10 Bar Starting Air Receiver
30 Bar / 20m3/h 40
3,500 litres / 30 Bar 1824 1070 1030 1818
Sprinkler
20 15 Pressure
1823 1046 Start Air Compressor No.1 Tank
1036 185m3/h 30 Bar
1048
25
F 1045
Set Point Fed From Emergency Switch Board
25
31 Bar 1038 1037 Drain To Bilge
Drain 25
Drain 25
PI PIAHL
To Sprinkler
System
Emergency Start 25 25 25 100 1024
Air Receiver 20 1012
1809 20
250 litres / 30 Bar
25
1013
706A1009
1032 1001
1018
1017 1811
F 1042 100 25
1031 20
1016 Diesel Engine No.1
Drain 100 MAN 14V 48/60 PI
TI
25
Diesel Engine No.3 1025 2002
To Open 1019
Deck MAN 14V 48/60 1026
1020 1015 2001
1071 Drain
Drain 50
PI
1014
1072 1009
25 20
1027
Emergency Diesel 1810
Generator No.2 1047
15 1065
20
1021 100
25 1068
1033 1812
Set Point
31 Bar Diesel Engine No.2
Drain 100
MAN 14V 48/60 20
1028 40 25 25
PI PIAHL Diesel Engine No.4
1022 1029
MAN 14V 48/60
Emergency Start 1023 1074 Drain
Air Receiver
250 litres / 30 Bar Drain 50
20
1073
1049 100 Key
1039 Pipe 40
PI PIAL PI 25
1050 1010 To Funnel 100 1006 1813
25 1003 1815 IMACS
F 1040 1004 Oil Water PI Air
25 1005
1011 Trap
Drain 40
40
L.T. Cooling
25 Starting Air Receiver
5,500 litres / 30 Bar 1825 1002
Electrical Signal
1059 1057 1008
To Working & Control PI Start Air Compressor No.2
25 25 1034 All Valve No.s
Air System 1035 185m3/h 30 Bar
F 1007 25 Prefixed At 751A
Fed From Emergency
25 Unless Stated
Drain To Bilge Switch Board
Issue: First Illustration 2.5.1b Starting Air System

Procedure for Filling the Starting Air Receiver charge the air receivers to a working pressure of 30 bar. Each charge the air receivers automatically, when the working pressure
compressor will react to the pressure in its connected air receiver. of 30 bar is reached the compressor will stop. If the pressure in the
For this procedure starting air compressor No.1 is filling air receiver No.1 receivers falls below 26 bar the standby compressor will start.
(No.2 starting air compressor is filling No.2 receiver). i) As air pressure becomes available in the receivers, open the
discharge valves to the services as required. Ensure that the air e) Check that the air receiver automatic drain traps are functioning
Normally the air compressors will be arranged with one as the duty compressor supply valve to the ship's air whistle is locked open. and that the compressor L.O. pressure and cooling temperatures
and the other as standby, both receivers being filled at the same time. are within set limits.
j) Ensure that the compressors stop in sequence at the pressures set
a) Check the level of oil in the air compressor. by the pressure switches. Procedure for Supplying Starting Air to the Diesel Generator Engines
b) Ensure that the air compressor cooling water header tanks are k) Whilst the compressors are running, check the oil pressure and a) Check the air receiver pressure and ensure that the automatic
filled to working level. Replenish as necessary from the distilled cooling temperature. drain trap is functioning.
water system.
Procedure for Recharging Both Air Receivers from Both Compressors b) Open the following valves: This arrangement has No.1 starting air
c) All system valves are to be initially closed. receiver supplying air to diesel generator engines No.s 3 & 4 and
For this procedure No.1 compressor is duty and No.2 is on standby. No.2 starting air receiver supplying diesel generator engines No.s
d) Open the following valves. The correct actual receiver valves 1 & 2. The correct actual receiver valves must also be opened;
must also be opened; these are on the air receiver and are not a) Set up the compressor cooling system and make the checks as for these are on the air receiver and are not numbered.
numbered. a single compressor supplying a single air receiver as described
previously. Position Description Valve
No.1 Comp. No.2 Comp. Open No.1 DG engine inlet valve (7171 connection) 751A1025
b) Open the following valves. The correct actual receiver valves
Open Header tank outlet valve 711A2575 711A2479 must also be opened; these are on the air receiver and are not Open No.1 DG engine inlet valve (7172 connection) 751A1024
numbered.
Open No.2 DG engine inlet valve (7171 connection) 751A1028
Closed Header tank return valve 711A2567 711A2480
Open CW inlet valve from LT Position Description Valve Open No.2 DG engine inlet valve (7172 connection) 751A1027
auxiliary cooling system 711A2617 711A2616 Open Air outlet valve from No.1 starting air comp. 751A1030 Open No.3 DG engine inlet valve (7171 connection) 751A1019
Set CW outlet valve from LT Open Air outlet valve from No.2 starting air comp. 751A1003 Open No.3 DG engine inlet valve (7172 connection) 751A1018
auxiliary cooling system 711A2618 711A2614
Open Crossover filling valve at No.1 compressor 751A1041 Open No.4 DG engine inlet valve (7171 connection) 751A1021
Open Air outlet valve from
starting air compressor 751A1030 751A1003 Open Crossover filling valve at No.2 compressor 751A1004 Open No.4 DG engine inlet valve (7172 connection) 751A1022
Closed Crossover filling valve 751A1041 751A1004 Open Compressor line valve to No.1 receiver 751A1070 Open 7171 Ring air main link valve No.s 1 & 2 DGs 751A1014
Open Compressor line valve Open Compressor line valve to No.2 receiver 751A1002 Open 7172 Ring air main link valve No.s 1 & 2 DGs 751A1015
to receiver 751A1070 751A1002
Open No.1 air receiver filling valve 751A1824 Closed 7171 Ring air main link valve No.s 1 & 3 DGs 751A1013
Open Receiver filling valve 751A1824 751A1825
Open No.2 air receiver filling valve 751A1825 Closed 7172 Ring air main link valve No.s 1 & 3 DGs 751A1012
Open Receiver drain valves to
drain traps 751A1036 751A1034 Open No.1 air receiver drain valve to drain trap 751A1036 Closed 7171 Ring air main link valve No.s 2 & 4 DGs 751A1010
e) Ensure that water is available at the compressor. Check that the Open No.1 air receiver drain valve to drain trap 751A1034 Closed 7172 Ring air main link valve No.s 2 & 4 DGs 751A1011
receiver drain trap is functioning c) Ensure that electrical supplies are available and position the Open No.1 air receiver outlet valve to 7171 air line 751A1044
LOCAL/REMOTE/STOP selector switches on each starter to Open No.1 air receiver outlet valve to 7172 air line 751A1043
f) Ensure that electrical supplies are available and position the REMOTE. Press the alarm reset push buttons.
LOCAL/REMOTE/STOP selector switches on each starter to Open No.2 air receiver outlet valve to 7171 air line 751A1006
REMOTE. Press the alarm reset pushbuttons. d) At the ECR console select the duty air compressor (No.1) and Open No.2 air receiver outlet valve to 7172 air line 751A1005
standby starting air compressor (No.2). Set each compressor
g) At the ECR console, set each compressor AUTO/REMOTE AUTO/REMOTE switch to AUTO. The compressor will start and
switch to AUTO. The compressors will start automatically to

Illustration 2.5.1c Emergency Generators Starting Air System
To Open Starboard Emergency Generator Room

Deck
Set Point 11 Bar

PI
20
30 - 10 Bar
Emergency Diesel 1823
15
Generator No.1
20
1048 1038
Set Point
Drain
31 Bar Emergency Start
Drain Air Compressor
Hand Starting
PIAHL 30 Bar / 20m3/h
PI
Emergency Start
Air Receiver
250 litres / 30 Bar
20
1032
1042
20
F 1031
1001
25
25
Port Emergency Generator Room

To Open
Deck
Set Point 11 Bar
PI
20
30 - 10 Bar Emergency Diesel 25 From Starting Air System
15 Generator No.2 (see Illustration 2.5.1b)
20
1033
Set Point
31 Bar
Drain
PIAHL
PI
Key
Emergency Start
Air Receiver
250 litres / 30 Bar Air
20 All Valve No.s

1039 Prefixed At 751A
1050 1049 Unless Stated
F 1040 25
Drain 25
Issue: First Illustration 2.5.1c Emergency Generators Starting Air System

Emergency Starting Air Compressor Procedure for Filling the Emergency Diesel Engine Starting Air Receivers Procedure for Filling the Emergency Diesel Engine Starting Air Receivers
Using the Emergency Starting Air Compressor from the Main Starting Air Receivers
Make: Hamworthy Marine
Type: 2SM10A44 a) Check the oil level in the emergency air compressor and the diesel a) Check that the air pressure in the main starting air receiver, from
Capacity: 20m3/h engine. which air is to be taken, is at the correct level.
Pressure: 30bar
b) Check the fuel level in emergency air compressor diesel engine b) Check that the automatic drains on the main and emergency
Introduction fuel tank and ensure that fuel flows to the engine. starting air receivers are functioning.
Starting air for the emergency diesel generators is provided by one Hamworthy c) Check the operation of the automatic drains on the emergency c) Open the following valves: The correct actual receiver valves
air compressor which supplies two emergency diesel engine starting air diesel starting air receivers. must also be opened.
receivers. The emergency diesel generator receivers each have a capacity of
250 litres at a pressure of 30 bar and they can also be pressed up by the main d) Open the following valves: The correct actual receiver valves Position Description Valve
air compressors. The emergency diesel generators, emergency starting air must also be opened. Open Filling valve to emergency starting air
receivers and emergency compressor are located on Deck 5 aft. receiver (581.3100) from main air receiver 751A1042
The emergency starting air compressor is a reciprocating, two-cylinder, two- Open Filling valve to emergency starting air
Open Emergency starting air compressor outlet valve 751A1823 receiver (581.3200) from main air receiver 751A1049
stage, double-acting, air-cooled, diesel engine driven machine with an output c
capacity of 20m3/h at a pressure of 30 bar. The diesel engine driving the Open Emergency starting air compressor outlet Open Outlet valve on No.1 starting air receiver 751A1045
emergency compressor is started by hand. drain valve 751A1038
Open Outlet valve on No.2 starting air receiver 751A1007
Open Filling valve to emergency starting air
Air from the emergency compressor is directed to both emergency air receivers receiver (581.3100) 751A1001 d) The emergency starting air receivers will be raised to the pressure
via an oil/water separator and discharge valve 751A1823. Filling valves on
Open Filling valve to emergency starting air in the main starting air receiver which has been opened.
both emergency air receivers are of the screw down stop type and each filling
receiver (581.3200) 751A1049
line has a non-return valve. The emergency air receivers can be filled from the
e) When the emergency starting air receivers have reached the
main starting air receivers via valves 751A1001 or 751A1045 on No.1 and
d) Start the emergency air compressor diesel engine and supply air required pressure, close the filling valve and then close all other
No.2 main receivers respectively.
to the receivers. valves.
In the event of a blackout due to complete main engine shutdown, the
e) Shut outlet drain 10 seconds after compressor has started. (Note! The emergency receivers are normally kept topped up from the main
emergency diesel generators will start and supply power to the emergency
bottles; valves 1050 and 1042 being left OPEN for this purpose.)
switchboard automatically. The air start system must be set so that air is
f) When the receivers are at the correct pressure, stop the emergency
available to allow the engines to start and the engines must also be in a
air compressor diesel engine and close all valves. s
condition that allows the duty engine to be started immediately. The starting air
line drains should be operated periodically to ensure that any water in the line
from the receiver to the engine is drained. Drain valves on the receivers
(751A1032 and 751A1039) should be open and the receiver drain traps
(751A1031 and 751A1040) should also be checked periodically for
satisfactory operation
The emergency diesel generator starting air receivers have a low pressure
alarm set at 20bar. The set value of the relief valves is 31bar.
Starting air pressure for the emergency diesel generator engines is 10bar and
there is a reducing valve fitted at the starting air supply inlet to the each engine.

Illustration 2.5.2a Working and Control Air System
Control Air Pressure

Reducing Station 1182 1183
20
1075 1074
1175
Elec.
25 Workshop
1176 Separators
1181
1177
20 25
Stern Thruster 1028 32
40
Room
Controller Air To
To 1029 Boiler Burner
Accommodation F 1261
1178
1180 Separators
1179
To Sludge Burner
Deck 2 No.1.1 & 1.2
1076 1077
20
To Sludge Burner
No.2.1 & 2.2
1184
Compartments
19 18 17 16 15 14 13 12 11 10
Deck 3 Deck 4 FZ 6
To Funnel
15 40 40
1251 1187 1189 PIAL PI PI 10 bar
IMACS 32
11786 1188 1190 1002 1005 1010 1009

20 Working & Control From
Air Receiver Starting 32
Workshop 3000L 10 Bar 1011
F
Air System
1001 1003
1018
32 32
32
753A 32 To
3029 1008
Working & Accommodation
Drain To 1016 Control Air
1197 Bilge Compressor No.2 32 FZ 6 Collecting
252m3/h Pipe In Funnel
1006 1007
32
753A
1012 1013
1.5 bar 3028
1124
1185
L.T.
Cooling 32
1121 1122 1123 Working & PC PC F
1017 Control Air
40 F F
Compressor No.1 1129
T T
1126 Garbage 20 252m3/h 40
Discharge 1127 Garbage
Chute 1273 1198
32 Control Air Control Air
1015 Dryer 1 1014 Dryer 2
15 15
Key
Compartments Aux.
Cons. L.T. L.T. L.T.
13 12 11 Cooling Cooling Air Note* All valve numbers are
System Cooling prefixed by 752A unless stated
Drain To Aux. Cons. Drain To Aux. Cons.
Bilge Bilge Electrical Signal otherwise.
System System
L.T. Cooling Water
Issue: First Illustration 2.5.2a Working and Control Air System

2.5.2 Compressed Air Systems -Working and Control Air The principal air consumers within the machinery spaces are as follows: Procedure for Filling the Working and Control Air Reservoir and
Supplying Air to the Working and Control Air Systems
Sea chest for weed clearing
Working and Control Air Compressors
Charging chilled water expansion tank (632.7110) a) Open the following system valves:
Make: Tamrotor Enduro Marine
Charging heating water expansion tank (633.3110)
Type: EM 44-10 EWNA Position Description Valve
Capacity: 252m3/h Charging hot potable water circulating tank (602.2310)
Open No.1 control air dryer cooling water inlet valve 711A2076
Pressure: 10bar
Charging non-potable water hydrophore tanks (602.2110/20)
Open No.1 control air dryer cooling water outlet valve 711A2077
Working and Control Air Dryers Hull services
Risers for compressed air system within the accommodation
Make: Ultratroc Open No.2 control air dryer cooling water outlet valve 711A2079
Type: 5D0630 W/314 Hose connections for general service
Open Control and working air receiver outlet valve
Pressure: Max. 16/20bar
Laundry Open No.1 control air dryer inlet valve from working
Introduction Workshop services air receiver 752A1002
Sludge burner atomising air Open No.2 control air dryer inlet valve from working
The working/control air at 10bar is supplied from the dedicated air receiver 752A1001
dryer/compressor system, however, an emergency supply can be provided Hose connections for general service
from the the starting air system through a 30/10bar reduction valve Open No.1 control air dryer drain valve 752A1015
(751A1059). This cross connection is normally kept SHUT. Garbage room
Open No.2 control air dryer drain valve 752A1014
Boiler burner atomising air
Air at 10 bar is discharged into the working and control air main which is also Open No.1 control air filter drain valve 752A1012
connected to the working and control air receiver. This receiver has a capacity Infrasonic system
Open No.2 control air filter drain valve 752A1013
of 3m3. The receiver provides a buffer in the event of any loss of air from the
The working air and control air systems use the same receiver and the same Closed No.1 air dryer inlet valve from starting air system 752A1005
main starting air system and can be filled from that system through the stop
supply from the starting air system via the 30/10bar reduction valve. The
valve on the receiver valve block. The working and control air receiver, Closed No.1 air dryer inlet valve from starting air system 752A1006
control air dryers ensure that moisture is removed from the air in the combined
compressors and dryers are located on Deck 2, compartment 11.
system.
Open Control air dryer No.1 outlet valve 752A1006
The working and control air receiver can also be supplied with air from one or
Supply to the hull services is taken from the working compressed air system Open Control air dryer No.2 outlet valve 752A1007
both of the two working and control air compressors. The compressors are
main within the machinery spaces. Some items of equipment have fixed
electrically driven and of the single stage screw type. They are water cooled Open Working and control Air Receiver drain valve 751A1018
connections, but most have socket and quick coupling connections which
with the water supply fed from the LT FW system for auxiliary consumers.
incorporate a valve in the connector. This allows items of equipment to be Open Working air supply valve to system A 752A1010
disconnected and reconnected readily; care must always be exercised when
One compressor is set as the working compressor and the other as the standby Open Working air supply valve to system A 752A1009
handling such items and leaking connections should be rectified as quickly as
to cut in if the air pressure falls below 7bar or if the main compressor fails to
possible in order to avoid wastage of air. Closed Crossover valve from cooler 2 to outlet line B 752A1008
start. The compressors have a cut-out pressure of 10bar and the main (lead)
compressor cuts in at 7.5bar whilst the standby (lag) compressor cuts in at 7bar. Open No.1 control air compressor cooling water
Changeover and control is carried out via the IMACs mimic. inlet valve 711A2344
Open No.1 control air compressor cooling water
Air from the air receiver is directed to the control air dryers which are outlet valve 711A2340
refrigeration type units cooled by water from the LT FW system for auxiliary
consumers. Both dryers operate together and each supplies a working air Open No.2 control air compressor cooling water
distribution main. No.1 dryer supplies the main on the port side of the ship inlet valve 711A2339
whilst No.2 dryer supplies the main on the starboard side of the ship. Crossover Open No.2 control air compressor cooling water
valves in the system allow one of the dryers to supply all of the working air if outlet valve 711A2335
necessary. The working air distribution main runs along Deck 1.
Open No.1 control air compressor air outlet valve 752A1017
Open No.2 control air compressor air outlet valve 752A1016
Issue: First 2.5.2 Compressed Air Systems - Working and Control Air Page 1
2.2 bar 2.2 bar
Illustration 2.5.2b Working and Control Air System Sea
Sea 1041 PI 1064 PI
Chest Chest
Stern Timer Control 15
1214 753A3018
Tube Box 1043
1063
1811 1810 Workshop 1216 Evap.1 1220
Inlet 1221
1056 753A
Valve 3017
1812
Stern Tube Air Space Drain Pump 1168 1209 Evap. 1
8 753A3009 15 Vacuum 753A
20 753A 3013 25
1166 1206 1211 1218 Break
F Evap. 1 3016 7 bar
20
1213 1051 Dest.
1203 Module 753A
1199 20 20 1215 Drain To 753A 753A
1050 20 32 3015
1200 40 Bilge 40 3012 3010
40 8.5 bar 40
20 40 15
1204
753A 753A
753A
1201 32 3001 3003
Oily Bilge 20 3004
To Evap. 2 1219 25
1167 Sep. 753A
Oily Bilge 1262 Dest. Module 753A 753A
1202 20
Sep. 3005 3006 3007
To Evap. 2
8 1169
Stern Tube Air Space Drain Pump Coalescer Vacuum Break
1205 15
1034
1217 1062
1807
2.2 bar 753A3014 1222
1808 1806 F To Evap. 2
1048 1061 PI
Inlet Valve
Deck 1 2.2 bar
Stern Timer Control Garbage
Tube Box 1208 Sea PI 1046 Sea
Chest 753A3008 Chest
Compartments
19 18 17 16 15 14 13 12 11
Key
1000
Sea 1110 1112
1224 PI Air
Chest Non Potable Water 1109 1111
1223 Pressure Tanks
1149 1090 Note* All valve numbers are
2.2 bar 1260 prefixed by 752A unless stated
otherwise.
1089 1230
20 1236
1272 1271 1234
1102
25 Pot Water Pump 1
1225 1107
Pot Water Pump 2 40
Pressure Tank Pot Water Pump 3 1239 Bow
20 0.3m3 1106 1113 To Consumers In Thruster
To
1174 Laundry Area Accommodation
1105 753A
1233 F
3035
40 20
40 1079 40 1103 7 bar
1080
1117 20 1246
20 1229 753A 753A3038 753A3037
A.C. and Final Preheaters 1263 1096 1095 1235
3021 To 753A 1237
F Drain
Accommodation 3022 From
753A F 1116
753A 753A 1264 32 1240 Accommodation
3059
3033 3034
753A Drain To 1238
3020 Bilge 753A 753A
753A3031 753A3032 1081
1231 Pot Water 3024
2.2 bar 3025
1083 1232 7 bar
1269 1268
1148 1226 PI Sea Deck 1
753A3027
1087 1086 Chest 2
1228 753A3026
Chilled Water
Compartments Expansion Tanks
10 9 8 7 6 5 4
Issue: First Illustration 2.5.2b Working and Control Air System

Open No.1 control air compressor air receiver Procedure for the Supply of Working and Control Air from the Main b) Ensure that the control air dryer and control air filter are prepared
filling valve Starting Air System and brought into service in accordance with the manufacturer`s
Open No.2 control air compressor air receiver instructions, with the dryer cooling water inlet and outlet valves
filling valve a) Open the following system valves: open, to allow the supply of water from the LT FW cooling for
auxiliary consumers’ system.
b) Check the lubricant levels in the working and control air Position Description Valve
compressors and check that the cooling water is flowing. c) Open the in-line valves to supply the service air locations as
required.
c) Ensure that the control air dryer and control air filter are prepared Open No.1 control air dryer cooling water outlet valve 711A2077
and brought into service in accordance with the manufacturer`s The working and control air receiver and system should charge to a pressure of
instructions with the dryer cooling water inlet and outlet valves Open No.2 control air dryer cooling water inlet valve 711A2078
10 bar via the reducing valve, 751A1059, located immediately after the air
open to allow the supply of water from the LT FW cooling for the Open No.2 control air dryer cooling water outlet valve 711A2079 supply valve from starting air system, 751A1057.
auxiliary consumers’ system.
d) Check that the working and control air receiver drain valve is Open Control and working air receiver outlet valve
Procedure for Supplying Air to the Working and Control Air Systems
open and that the receiver automatic drain trap is functioning. Open Air supply valve from starting air system to From the Receiver
No.1 air dryer 752A1005
e) Ensure that electrical supplies are available and position the The receiver has a limited capacity and is not intended to work in isolation.
Open Air supply valve from starting air system to
LOCAL/REMOTE/STOP selector switches on each starter to The receiver acts as a reservoir and maintains pressure in the system if there is
No.2 air dryer 752A1003
REMOTE. Press the alarm reset push buttons. any fluctuation in the supply pressure from the working and control air
Open No.1 control air dryer inlet valve from compressors or the main starting air system. If there is a failure of the working
f) Set each compressor AUTO/MAN switch to AUTO and position working air receiver 752A1002 and control air compressors and the starting air supply, the use of working air
the STOP/RUN TPL to RUN. The compressors will start Open No.2 control air dryer inlet valve from should be reduced in order to conserve the supply in the working and control
automatically to charge the air receivers to a working pressure of working air receiver 752A1001 air receiver until the compressed air supply can be restored.
10 bar. The main compressor cutting in at 7.5 bar and the standby
compressor cutting in if the pressure falls to 7.0 bar. Open No.1 control air dryer drain valve 752A1015
Open No.2 control air dryer drain valve 752A1014
Closed No.1 air dryer inlet valve from starting
air system 752A1005
Closed No.1 air dryer inlet valve from starting
air system 752A1006
Open Working and control air receiver drain valve 751A1018
Open Working air supply valve to system A 752A1010
Open Working air supply valve to system A 752A1009
Closed Crossover valve from cooler 2 to outlet line B 752A1008
Open Air supply valve from starting air system 751A1057
Issue: First 2.5.2 Compressed Air Systems - Working and Control Air Page 2
Illustration 2.5.2c Working and Control Air System Accommodation
(Port)
AC Room 2112
2110 2111 (Stbd) 2114

2113 Deck 14
(Port) (Port) (Port) (Port)
2116 2115 2121 2122 2124 2118
AC Room (Stbd) 2117 2208 2266 2207 2120 (Stbd) (Stbd) (Stbd)
2201 (Port) 2205 (Stbd) AC Room 2119 2123 2200 Deck 13
AC Room 21XX
(Port) (Port)
2134 2126 2125
(Stbd) 2130 (Stbd) AC Room 2158 2108 Deck 12
2202 2127
(Port) (Port)
2136 2204
(Stbd) (Stbd)
2135 2129 Deck 11
2137 2138 2140

AC Room AC Room AC Room Deck 10
(Port)
2148 AC Room 2147 2143
(Stbd) 2145 2142
2149 2146 AC Room 2144 AC Room Deck 9
(Port) AC Room
2151
(Port)
2150 (Stbd) 2154 2155 2156
2152 AC Room Deck 8
(Port) (Port) (Port) (Port)
(Port) 2211 2167 2165 2162 2160 (Port)
(Port)
2209 40 2158
2166 (Stbd) 2157
(Stbd) (Stbd) (Stbd) (Stbd) (Port) 2159
(Stbd)
2210 2212 2168 2164 Deck 7
2163 2161
(Stbd) AC Room
(Port)
2169 2170 25 2171 2174
40 40 40 40 2175
AC Room (Stbd)
2172 Deck 6
(Port) 40 (Port)
2176 2177 2178 2187 2189 2173 2195
(Stbd) 2182 2183 2184 2185 2186 (Stbd)
2179 2180 2181 AC Room AC Room AC Room AC Room AC Room Deck 5
2192 2190 2193
(Port) (Port)
2303 2306 F 2301 2302
2307 2308 40
(Port) (Stbd) (Stbd) 2198
2309 (Stbd) 2300 2199 AC Room 2203 2096
AC Room 2304 2305 Deck 4
40
Bunker
Station
Connections 2310 2311 2214
AC Room
Deck 3
From Machinery Space Distribution (See Illustration 2.5.2a) From Machinery Space Distribution (See Illustration 2.5.2a)
Issue: First Illustration 2.5.2c Working and Control Air System Accommodation
2.5.3 Compressed Air Systems - Instrument Air
Introduction
The control air system is supplied from the working and control air system.
Dry control air at 10bar is used by the following machinery:

L.O. purifier units
F.O. purifier units
Diesel generator L.O. autofilters
Steam dump control valves
Drain valves on drop lines are located throughout the system. The drain valves
are to be opened periodically to remove any moisture which may have
accumulated.
Procedure for Supplying Control and Instrument Air
These are the same as for the working air system supplying service air
throughout the ship as described in section 2.5.2., Compressed Air Systems -
Working and Control Air.
Issue: First 2.5.3 Compressed Air Systems - Instrument Air Page 1

Illustration 2.6.1a Forward Diesel Generators Fuel Oil System 50 50
Leakage Oil 32 5 bar 25

50 50 From Auto-Filter D.G. 1 & 2 F.O. 1110 1108
1220 D.G. 1 & 2 Booster Pump 1 25
65
743A 743A3024 65 H.F.O. Service Tank 10 100 F.O. Supply Pumps 10.2m3/h 1111 TI
1107
3026 (Port) 149.79m3 10.2m3/h
1001 1002 PDLAH PI PI PI PI 65
50 65
PI
1106 65
743A TI 1088 PDI 80 65 1019 65 80
3027 TI 743A 1010 1123 1117 D.G.s 1105
3022 80 65 80 LAL
Aux LT 50 1&2
H.F.O. Settling Tank 10 1023 D.G. 1 & 2 F.O. 1112
Cons. System 80 Mixing
(Port) 149.79m3 1008 Booster Pump 2 1103
M
743A Leak Oil Tube
Diesel D.B. 10
10.2m3/h
3030 PI PI 25 65
65 Oil Cooler 60 PI PI PI
(Port) 1009
Leakage 1102
1116
Oil 80 65 65
100
1011 1020 65 80 65
1124 1118
H.F.O. Overflow D.B. 65
(Centre) M
IMACS
1003 1101 1036
50 65 1040
1025 80 80 1021 1129 1096
Tube Radiators
Diesel Oil 1085
Leak Oil 5 bar 65 Automatic Filter
32
Service TI TI
D.B. 10
Tank 13 PDI PDLAH
(Stb'd) VI
H.F.O. Settling Tank 10 50 To Boiler F.O.
(Port) 1126 65 1134
37.36m3 (Stb'd) 138m3 1192 Supply Pumps Leakage Oil PDI PDLAH
From Viscometer
1128 D.G. 1 & 2 1131 1133
D.G.s 1004
3&4
F.O. Final Heater 1130
20 65 Control
System 65 65 Air
743A 80 To D.G.s 3 & 4
3012 H.F.O. Service Tank 10 TI 1135
65 1005 100 System 20 32
(Stb'd) 142m3 1006
65
5 bar 1041
32
D.O. Supply Pump 2 1087 65 65
10.2m3/h 65
Leakage Oil
743A + PI
743A To DB 10P
PI From D.G.s 3 & 4
3001 3009 65
System 5 bar
65 65 1037 1089
743A3021 1219
5 bar 65
80 PI
To D.G.s 65 65 65
3&4
743A3018 System 65 1042
D.O. Supply Pump 1
80 10.2m3/h 65
1221 1217
65 65 To D.G.s 3 & 4
65
32 32
743A 743A System
+ PI PI 743A 1136 1138 1046
3002 3010 50
3031
1148 1807 65
5 bar
PI PAL
65
PDLAH
Leakage 65
Oil PDI
1224
50
65 To DGs 3&4
System 1139
1223
To D.O. 1140 1141 D.Gs. 1 & 2
Transfer Pump 50
Leakage Oil
1159
+ PI PI
From
32 32 PI PAL
Service
Tank 1230 1231
PDLAH
PDI
Key
D.G. 1&2 Cold Start Fuel Pump 50
0.6m3/h Fuel Oil
1150 Note* All valve numbers are
(UPS Supply)
prefixed by 745A unless stated Steam
1151 1152 otherwise.
Diesel Oil
Leakage Oil
Issue: First Illustration 2.6.1a Forward Diesel Generator Engines Fuel Oil System
2.6 Fuel Oil Systems (Note! All tank drain valves should be opened regularly to check for the Open No.2 FO BST pump outlet valve 745A1124
presence of water and should remain open until all water has drained.)
Open HFO heater inlet valve 745A1126
2.6.1 Diesel Generator Engines Fuel Oil Systems
Procedure for Setting Up the Diesel Generator Engine HFO System From Closed HFO heater bypass valve 745A1128
DG FO Booster Pumps Cold
Open HFO heater relief valve 745A1129
Make: Imo Port system supplying engine No.1 and No.2. Closed HFO heater drain valve 745A1130
Type: Self Priming IMO Screw Pump
Open Viscometer inlet valve 745A1134
Model: ACG 060N6 NTBP a) Supply steam to HFO service tank 10P and raise the temperature
Capacity: 10.2m3/h 7bar to the required value. The maximum temperature depends upon Open Viscometer outlet valve 745A1135
Motor: F265 5.5kW 690V 1140rpm the HFO in the tank and the safety precautions with respect to the
heating of fuels must be observed. Closed Viscometer bypass valve 745A1133
DG FO Supply Pumps Open No.1 and No.2 DG engines HFO manifold
b) Set up the system valves as follows (all valves are presumed to be inlet valve 745A1221
Make: Imo closed prior to this procedure): Open No.1 and No.2 DG engines HFO manifold
Type: Self Priming IMO Screw Pump bypass valve 745A1236
Model: ACG 060N6 NTBP Position Description Valve
Open No.1 and No.2 DG engines HFO 2nd manifold
Capacity: 10.2m3/h 7bar Open No.10P HFO service tank quick closing valve 745A1001 bypass valve 745A1238
Motor: F265 5.5kW 690V 1150rpm
Open No.10P HFO service tank N/R line valve 745A1002 Open No.1 DG engine fuel line inlet valve 745A1139
The four diesel generator engines operate on HFO (Heavy Fuel Oil) at all Closed No.10P and No.10S HFO tank crossover valve 745A1003 Open No.1 DG engine fuel line outlet valve 745A1148
times, including stopping and starting. There are two fuel systems, one
supplying the forward pair of engines (engines No.1 and No.2) and the other Open No.1 HFO supply pump suction valve 745A1010 Open No.2 DG engine fuel line inlet valve 745A1150
supplying the after pair (engines No.3 and No.4). These systems are totally Open No.2 HFO supply pump suction valve 745A1011
separate and they cannot be cross-connected for safety reasons. Open No.2 DG engine fuel line outlet valve 745A1159
Open No.1 HFO supply pump discharge valve 745A1019
Open No.1 and No.2 DG fuel return line pressure
HFO service tanks are heated and all fuel lines are lagged and provided with relief valve 745A1807
Open No.2 HFO supply pump discharge valve 745A1020
electric trace heating.
Open HFO supply pump discharge line relief valve 745A1021 Open No.1 and No.2 DG fuel return line valve 745A1217
Each fuel system has the following main components: Open Return fuel to mixing tube three-way cock 745A1107
Open HFO supply pump discharge line valve 745A1023
Two electrically driven fuel oil pumps which take suction from the Closed Mixing tube top drain valve 745A1108
Open HFO supply pump discharge line 3 way cock 745A1042
HFO service tank. One pump is fed from the emergency system.
The starboard pumps normally take suction from the starboard Open HFO supply line filter inlet valve 745A1041 Closed Mixing tube bottom drain valve 745A1116
HFO service tank and the port pumps from the port tank. Manual
Open HFO supply line filter outlet valve 745A1040 c) Supply heat tracing to all HFO lines.
crossover valves allow suction to be taken from either HFO
service tank Closed HFO supply line filter bypass valve 745A1096 d) Open the viscometer bypass valve and supply steam to the HFO
Radiator Open HFO flowmeter inlet valve 745A1102 heater.
Fuel flowmeter Open HFO flowmeter outlet valve 745A1105 e) Put one FO supply pump on standby and start the other pump.
FO mixing tube Closed HFO flowmeter bypass valve 745A1103 f) Circulate HFO through the engine system and when the
Viscometer Open Mixing tube inlet valve 745A1106 temperature approaches that which gives the required fuel
viscosity, close the viscometer bypass valve and allow the
Heater Open Mixing tube quick closing outlet valve 745A1112 viscometer to regulate the steam supply to the FO heater.
Two electrically driven FO booster pumps, one with Open No.1 FO BST pump inlet valve 745A1117 g) The fuel passing to the engine will be a mixture of recirculated FO
a power supply from the emergency system
Open No.1 FO BST pump outlet valve 745A1123 and fuel from the service tank but the actual amount of fuel used
Automatic back-flushing filter, straight single filter will be indicated on the flowmeter as this is positioned before the
and duplex fuel filter Open No.2 FO BST pump inlet valve 745A1118 mixing tube.
Issue: First 2.6.1 Diesel Generator Fuel Oil Systems Page 1

Illustration 2.6.1b Diesel Generator Aft Engines Fuel Oil System Key
From D.G.s 1&2
50 50 System
Fuel Oil
1220
743A 743A3024 65 100
H.F.O. Service Tank 10 Steam
3026 (Port) 149.79m3 1001 1002
50 65
Diesel Oil
TI 80 To DGs 1 & 2
743A TI 743A 1088 Leak Oil D.G. 3 & 4
3027 3022 System Auxiliary Consumers
50 D.B. 10 F.O. Supply Pump No.1
Aux LT (Port) 10.2m3/h
LT Cooling Water
Cons. System H.F.O. Settling Tank 10 1003
743A
Diesel (Port) 149.79m3
3030
Oil Cooler Note* All ValveNumbers are
PI PI
Leakage From 50 To Boiler F.O. prefixed by 745A unless
Oil 50 80 65 stated otherwise
D.G.s 1 & 2 1192 Supply Pumps
100
System 1028 1034
H.F.O. Overflow D.B.
(Centre) 1004 PDLAH
D.G. 3 & 4
Diesel Oil 50
1025 F.O. Supply Pump No.2
Service 32
1085 PDI 10.2m3/h
Tank 13
80 65
(Port)
37.36m3 H.F.O. Settling Tank 10
Leak Oil 1184
D.B. 10 PI PI
(Stb'd) 138m3 (Stb'd)
80 65
743A 1029 1035
5 bar
3012
65
1026 To DGs 1&2
100 5 bar
D.O. Supply Pump 2 H.F.O. Service Tank 10 80 80 System
10.2m3/h To D.G.s (Stb'd) 142m3 1006 1005
1027 1188
65
Tube Radiators
1&2
+ PI PI 1042
System 1087
65
65
743A 743A Leakage Oil 1046
3001 3009 743A
PI 1224 50 50
80
D.O. Supply Pump 1
65 65 65
80 10.2m3/h
65 743A3031
80 + PI
65 10 bar
PI 25 65
5 bar
50 D.G. 3 & 4 F.O. 1053
From 65
743A 743A 1173 Booster Pump 1 TI
D.G.s 1 & 2 1060 1054
3002 3010 10.2m3/h
PI
743A System
PAL PI PI
3021 PI 65
Leakage Oil 80 25 1055
To D.O. PDLAH 1052
Transfer Pump 1070 1064 80 LAL D.G.s
D.G. 3 & 4 F.O. 3&4
PDI 1061
65 Booster Pump 2 Mixing 1049
M
50 10.2m3/h Tube
32 PI PI PI
D.G.s 3&4 1065 65
50 80 1050
1180 1182 1062
65
65
1172 1071
Leakage Oil
IMACS 65 1048 1039
65 PI PAL M
65
1075 1044
PDLAH 65 1043 Automatic Filter
65 20
TI TI
1181 65
PDI 65 65 PDI PDLAH
5 bar 743A VI
32
50 3018 1072 1079 PDI PDLAH
65
1163 D.G. 3 & 4 Viscometer Control
1082
F.O. Final Heater 15 1076 1077 1080 Air
1164 1165 65 65
1815 5 bar 1218
1223
1160 1183 Leakage Oil 1216 TI
32 65 1081
65 65 32
1045
1222 + PI PI 32 65
1227 65 1185 1038
32 32 From 65
1232 Service Tank 50
D.G.s 3 & 4
Cold Start Fuel Pump
0.6m3/h (UPS Supply)
Issue: First Illustration 2.6.1b Aft Diesel Generator Engines Fuel Oil System
Diesel generator engines No.1 and No.2 are now operating on HFO and the i) Turn the three-way cock 745A1042, so that DO is supplied to the k) Turn three way cocks, 745A1042 and 745A1046 in order to
fuel system is charged with HFO. HFO BST pumps. supply DO to the HFO BST pumps of both systems and isolate the
HFO supply pumps.
The procedure for starting the fuel system supplying diesel generator engines j) Shut down the HFO supply pump, ensuring that the standby HFO
No.3 and No.4 is the same except for different valve numbering. supply pump does not start. The engine is now being supplied l) Shut off steam to the heaters.
with DO and the HFO in the system will gradually be used up, the
Procedure for Running the Port Engine System (DG1 and DG2) on Diesel DO replacing it. Overflow oil from the mixing tube will pass to m) Shut down the HFO supply pumps ensuring that the standby
Oil the HFO service tank. pumps do not cut-in.
Under normal circumstances the engines will be shut down and started on HFO k) After about 15 minutes of operation, the fuel system of the engine DO is now being supplied to the engines from the DO service tank by means
but it can be advantageous to shut down the system with DO in the lines in should be fully charged with DO and the engine can be shut down. of the DO supply pump and the HFO BST pumps. The HFO in the systems will
order to ease maintenance. This can be confirmed by the viscosimeter reading. be used and the fuel systems will eventually be completely charged with DO
Two diesel generator engines are supplied by the same fuel supply system and The heater, mixing tube, filter unit and BST pumps will be charged with DO For prolonged engine operation on DO, the HFO part of the system should be
it is necessary to put both engines on DO supply if both are running. If one of and this will be purged when the system is restarted using HFO as described isolated. DO is supplied to the engines from the DO service tank and returned
the engine has already been shut down, its system will be charged with HFO above for starting the system from cold. to the DO tank via the DO cooler.
unless it has already been charged with DO.
The procedure for charging the fuel system of diesel generator engines No.3 The following additional procedures are used:
There are two DO supply pumps and one of these has an electrical supply taken and No.4 is the same except that the valve numbering is different.
from the emergency system. The DO supply pumps take suction from the DO n) Open the DO return valve to the DO service tank, 743A3027.
Service Tank. Procedure for Emergency Operation of All DG Engines on Diesel Oil
o) Open the DO return line outlet valves from the engine fuel
The procedure described below assumes that only one engine on the fuel a) Ensure that there is sufficient DO in the DO service tank and systems, 745A1219 and 745A1218.
system is actually running and that is to be charged with DO before being shut sludge the tank to remove any water.
down. p) Open the DO engine fuel system inlet valves 745A1224 and
b) Remove the blanks 743A3020 isolating the HFO return oil system 745A1223.
a) Unload the engine which is to be shut down (with its fuel system from the DO return oil system.
charged with DO). q) Close the DO supply pump outlet valve to the HFO BST pumps,
c) Ensure that the pressure release valve, 743A3021 is open and 743A3031.
b) Ensure that there is sufficient fuel in the DO service tank and operational.
sludge the tank to remove any water. r) Close the fuel return valves to mixing tubes 743A1217 and
d) Open DO cooler inlet valve, 743A3022, and outlet valve, 743A1216.
c) Confirm that the quick closing suction/filling valve on the DO 743A3026.
service tank, 743A2026, is open. s) Shut down the HFO booster pumps.
e) Open the DO cooler water supply inlet valve, 711A2725, and
d) Ensure that the relief valve, 743A3012, on the DO supply pump outlet valve, 711A2733, from the LT cooling system for auxiliary The engines are now operating on DO which is supplied directly to the fuel
discharge line is open and able to release pressure back to the DO consumers. lines by the DO supply pump. The HFO system is shut down and is charged
service tank. The valve is set to a pressure of 5bar. with DO.
f) Open the DO service tank quick closing valve, 743A2026.
e) Open No.1 DO supply pump suction valve, 743A3002, and
discharge valve, 743A3010. If No.2 DO supply pump is to be g) Open No.1 DO supply pump suction valve, 743A3002, and
used, the valves are 743A3001 and 743A3009 respectively. discharge valve, 743A3010. If No.2 DO supply pump is to be
used, the valves are 743A3001 and 743A3009 respectively.
f) Open the DO supply valve, 745A1224, to the HFO BST pump
suction. h) Open the DO supply pump outlet valve to the HFO BST pumps,
743A3031.
g) Shut off heat tracing and steam supply to the HFO heater.
i) Shut off the fuel line trace heating.
h) Start the selected DO supply pump.
j) Start the DO supply pump and put the other on standby.
Issue: First 2.6.1 Diesel Generator Fuel Oil Systems Page 2

Illustration 2.6.2a Fuel Oil Purifier System Port FO Sep. Top Of
753A5002 Cleaning Tables Funnel
M
Compressed 3 bar 40
Air 753A5001 3029 3030
753A5801 50 TI TI TAHL 3013 FI
3073 40
H.F.O.
3074 Separator
3091 + PI Heater 1 50
PI
F 40
3005 40 M 3108 PS PAL Separator Drain Tank 10
H.F.O. Service Tank 10
3002 3806 (Port)
3015 3017
(Port) 149m3 753A
Steam 3019 5803
50 3014
3011 3016 3018
3092 TI
50
H.F.O. Separator Pump 1 3076 40
3,700 l/h 125
3805 3020 H.F.O. Separator 1
40 3011 40 LAH
3807
3069 50 FI
H.F.O. Settling Tank 10 65 TIAHL
3075 40 Steaming Out
(Port) 149m3 3006 40 40
3001 + PI PI Connection
50 TI TI TAHL 3023
50 753A
QIAHL
3077
H.F.O. PS PAL 5807
3007 3010 3078 Separator 3027 50
Heater 2
F
65 M
3028
3811
H.F.O. Separator Pump 2 3025
3,700 l/h Steam 3024 3812
H.F.O. Settling Tank 10 3090 3026 H.F.O. Separator 2
(Starboard) 138m3 125
TI
3080
40 3808 3079
To Bilge
250
+ PI PI 3021 FI
System
3036 3039 40 40
3035 To Sludge
TI TI TAHL 3047 3816 F
3049 System
3070 3081
H.F.O. Service Tank 10 3048
(Starboard) 142m3 H.F.O. Separator Pump 3 3050
3082 150
3,700 l/h 40 50
+ PI 3044 F
M Sludge
50 PI Steam Separator Drain Tank 10
3043 PS PAL System
40 50 (Port)
3051 753A
3040 H.F.O. Separator 5810
Heater 3 3052
TI 3057
3093 H.F.O. Separator Pump 4 3084 3109
50 3,700 l/h 40
H.F.O. Separator 3 125
50 3045 3813 LAH
Vent 3817
1x FI
Pipe
MDO Sep. 40
TIAHL
80
3083 40 3058 Steaming Out
2x 2x 3059
TI TI 3055 3823 Connection
LO Sep. HFO Sep. TAHL
50 753A QIAHL
3085
3056 PS PAL 50 5812
Port side Starboard side 3086 40 3060 3061
Valves Valves M
LAH
F Steam 753A
5004 3062 125
Deck 2 150
3824
TIAHL 3097 3113 H.F.O. Separator 753A
M
Separator Drain Tank 10 etc Heater 4 5814 H.F.O. Separator 4
(P/S) 21m3 3094 3110 TI
3098 3114
To Oily 40 3088 To Bilge
3820 3087
Bilge 3095 3111 System
3053 50 753A Key
System
5003 To Sludge
3096 3099 3112 3115 50 Fuel Oil
System
3067 3068
Note* All valve numbers are Air
Compressed prefixed by 745A unless stated
To Sludge To Leak oil Tank 10 Stbd FO Sep.
Well Air otherwise. Steam
System (Port & Starboard) Cleaning Tables
Issue: First Illustration 2.6.2a Fuel Oil Purifier System

2.6.2 Fuel Oil Purifier System (Note! Starting and stopping the purifiers and the setting up of system valves Open No.1 separator bypass valve to settling tank 745A3014
for tanks etc must be carried out locally. The IMACs system only has
HFO Separator Pumps Open No.1 separator outlet valve to service tank 745A3108
monitoring facilities for these systems. There is an emergency stop button
located outside the door of the separator room and this allows for immediate Open Filling valve on HFO service tank 745A3091
Make: IMO action in the event of a problem.) Closed Crossover filling valve between HFO
Type: ACG 045K6 IVBO
service tanks 10P and 10S 745A3092
No. of sets: 4 Preparation for the Operation of the HFO Purifying System
Capacity: 3.7m3/h 2bar To Operate the Separator
For this procedure the port HFO separators have a single separator operating.
Introduction In this example No.1 separator is operating alone. a) Open the instrument air supply to the separator to be used.
There are separate systems for HFO and for DO For the centrifugal separation a) Ensure that the settling tank contains HFO in sufficient quantity b) Ensure the separator brake is off and the separator is free to rotate.
of HFO there are two separate systems, one which takes fuel from the HFO to enable the separator to function correctly.
settling tank 10P and discharges it to the HFO service tank 10P, and the other c) Ensure that the correct gravity disc is fitted.
which deals with the starboard HFO settling and service tanks. Both HFO b) Check and record the level of oil in all fuel tanks.
purification systems are identical and comprise two centrifugal separators, d) Check the separator gear box oil level.
each with its own dedicated supply pump and heater. A drain tank is provided c) Open the self-closing test cock on the HFO settling tank, closing
for the port separator system and another for the starboard separator system. it again when any water has drained. e) Check that the strainers are clean.
Each separator system normally draws from its own settling tank (although d) All valves in the separator system are to be initially closed. f) Start the separator supply pump. Oil will bypass the separator,
when required, each can be cross connected via valve 745A3090) and can returning to the settling tank through the three-way recirculating
discharge purified HFO to either service tank. The purified oil is pumped to the e) Open the valves, as indicated in the table below, to take suction control cock.
service tank by the separator’s own pump. The separators have a maximum from the HFO settling tank 10P and using HFO separator No.1
throughput of 3.7m3/h. pump and No.1 separator, discharge to HFO service tank 10P. g) Slowly open the steam supply to the heater.
Separators are designed to operate continuously and excess filling of the (Note!: The port and starboard separator system have two separators with their h) Set the steam temperature control valve to required set point.
service tank, because the usage of HFO is less than the output of the separators, support pumps and heaters and they would normally be used as individual sets.
flows from the service tank into the settling tank. The settling tanks are However, it is possible to use No.2 pump and heater to supply No.1 separator i) HFO will now be circulating through the heater and returning to
replenished by the HFO transfer system when the tank level falls to a and vice versa. For the situation considered, No.1 separator is used with No.1 the settling tank.
predetermined value and the pump automatically stops when the maximum pump and No.1 heater.)
tank level is reached. j) Open the technical water supply to separator.
Separators are of the self cleaning type and the bowls automatically open to k) Open the flushing and operating water supplies to the separator.
Open HFO settling tank 10P quick closing
discharge sludge at timed intervals.
suction valve 745A3001
l) Switch on the power to the control panel of No.1 separator (this is
Centrifugal separation is improved when the difference in relative density Closed Crossover valves between HFO service the separator being used in this example.)
between the fuel, water and solids in the fuel are as great as possible and the tanks 10P and 10S 745A3090
difference in relative densities can be increased if the temperature of the fuel Open No.1 supply pump suction valve 745A3002 m) Start up the separator.
being treated is raised. Manufacturer’s recommendations with respect to
operating temperatures should always be followed. The temperature of the fuel Open No.1 supply pump discharge valve 745A3005 n) When the separator is up to speed, press the control panel start
flowing to the separators can be adjusted by means of the thermostat control button for automatic control of the unit.
Closed No.2 supply pump suction valve 745A3007
on the heater control unit.
Closed No.2 supply pump discharge valve 745A3010 When the HFO has reached the correct temperature and the separator is at
Operating water for the separators comes from the technical water system via operating speed, the automatic control system will change the position of the
Closed No.s 1 and 2 supply pumps discharge
a pressure reducing valve which reduces the pressure from 6 bar to 2 bar. three-way recirculating control cock and allow oil to flow to the separator.
crossover valve 745A3006
The DO/GO (gas oil) separator is used to purify the DO and fill the DO service Open No.1 heater inlet valve 745A3011 The flow can be regulated by using the separator outlet valve.
tank from the DO DB tanks. It can also be used for purifying gas oil and Active No.1 separator valve to separator suction
delivering it to the GO service tank from the GO tank 15P. recirculating cock 745A3806 o) Check that the separator is operating correctly with adequate
throughput.
Issue: First 2.6.2 Fuel Oil Purifier System Page 1

Illustration 2.6.2a Fuel Oil Purifier System Port FO Sep. Top Of
753A5002 Cleaning Tables Funnel
M
Compressed 3 bar 40
Air 753A5001 3029 3030
753A5801 50 TI TI TAHL 3013 FI
3073 40
H.F.O.
3074 Separator
3091 + PI Heater 1 50
PI
F 40
3005 40 M 3108 PS PAL Separator Drain Tank 10
H.F.O. Service Tank 10
3002 3806 (Port)
3015 3017
(Port) 149m3 753A
Steam 3019 5803
50 3014
3011 3016 3018
3092 TI
50
H.F.O. Separator Pump 1 3076 40
3,700 l/h 125
3805 3020 H.F.O. Separator 1
40 3011 40 LAH
3807
3069 50 FI
H.F.O. Settling Tank 10 65 TIAHL
3075 40 Steaming Out
(Port) 149m3 3006 40 40
3001 + PI PI Connection
50 TI TI TAHL 3023
50 753A
QIAHL
3077
H.F.O. PS PAL 5807
3007 3010 3078 Separator 3027 50
Heater 2
F
65 M
3028
3811
H.F.O. Separator Pump 2 3025
3,700 l/h Steam 3024 3812
H.F.O. Settling Tank 10 3090 3026 H.F.O. Separator 2
(Starboard) 138m3 125
TI
3080
40 3808 3079
To Bilge
250
+ PI PI 3021 FI
System
3036 3039 40 40
3035 To Sludge
TI TI TAHL 3047 3816 F
3049 System
3070 3081
H.F.O. Service Tank 10 3048
(Starboard) 142m3 H.F.O. Separator Pump 3 3050
3082 150
3,700 l/h 40 50
+ PI 3044 F
M Sludge
50 PI Steam Separator Drain Tank 10
3043 PS PAL System
40 50 (Port)
3051 753A
3040 H.F.O. Separator 5810
Heater 3 3052
TI 3057
3093 H.F.O. Separator Pump 4 3084 3109
50 3,700 l/h 40
H.F.O. Separator 3 125
50 3045 3813 LAH
Vent 3817
1x FI
Pipe
MDO Sep. 40
TIAHL
80
3083 40 3058 Steaming Out
2x 2x 3059
TI TI 3055 3823 Connection
LO Sep. HFO Sep. TAHL
50 753A QIAHL
3085
3056 PS PAL 50 5812
Port side Starboard side 3086 40 3060 3061
Valves Valves M
LAH
F Steam 753A
5004 3062 125
Deck 2 150
3824
TIAHL 3097 3113 H.F.O. Separator 753A
M
Separator Drain Tank 10 etc Heater 4 5814 H.F.O. Separator 4
(P/S) 21m3 3094 3110 TI
3098 3114
To Oily 40 3088 To Bilge
3820 3087
Bilge 3095 3111 System
3053 50 753A Key
System
5003 To Sludge
3096 3099 3112 3115 50 Fuel Oil
System
3067 3068
Note* All valve numbers are Air
Compressed prefixed by 745A unless stated
To Sludge To Leak oil Tank 10 Stbd FO Sep.
Well Air otherwise. Steam
System (Port & Starboard) Cleaning Tables
Issue: First Illustration 2.6.2a Fuel Oil Purifier System

p) Ensure there is no abnormal discharge from the water outlet or Position Description Valve g) Slowly open the steam supply to No.2 heater.
sludge discharge. Open HFO settling tank 10 P quick closing
suction valve 745A3001 h) Set the steam temperature control valve to required set point.
The separator will now operate on a timer, discharging sludge at preset
intervals. Closed Crossover valves between HFO i) HFO will now be circulating through No.2 heater and returning to
service tanks 10 P and 10 S 745A3090 the settling tank.
To Stop the Separator Closed No.1 supply pump suction valve 745A3002
j) Open the technical water supply to separators.
a) Shut off the steam to the heater, allowing the unit to continue to Closed No.1 supply pump discharge valve 745A3005
operate for a short period. Open No.2 supply pump suction valve 745A3007 k) Open the flushing and operating water supplies to separators.
b) Press the program stop button on the control panel. The automatic Open No.2 supply pump discharge valve 745A3010 l) Switch on the control panel for No.1 and No.2 separators.
control system will change the position of the three-way Closed No.s 1and 2 supply pumps discharge m) Start up the separators.
recirculating control cock and oil will to flow to the settling tank. crossover valve 745A3006
n) When the separators are up to speed, press the control panel start
Open No.2 heater inlet valve 745A3021
The separator will commence the shut down sequence. The pump will continue button for automatic control of the units.
to run for 20 minutes after the shutdown is initiated to cool the heater. Active No.1 separator valve to separator
suction recirculating cock 745A3806 When the HFO has reached the correct temperature and the separators are at
c) On completion of the sequence press the motor stop button. Active No.2 separator valve to separator operating speed, the automatic control system will change the position of the
suction recirculating cock 745A3811 three-way recirculating control cock and allow oil to flow to No.2 separator.
d) Apply the brake during the run down period. The outlet from No.2 separator will flow to No.1 separator HFO supply line
Open No.1 separator bypass valve to settling tank 745A3014 just before the three-way cock and the HFO will pass through No.1 separator
e) Stop the supply pump. Open No.1 separator outlet valve to service tank 745A3108 before being discharged to the service tank.
f) Shut off the water supplies. Open No.2 separator bypass valve to settling tank 745A3024 The flow can be regulated by using No.2 separator outlet valve.
Closed No.2 separator outlet valve to service tank 745A3109
g) Shut all valves. o) Check that the separator is operating correctly with adequate
Closed No.2 separator outlet valve to No.1 separator
throughput.
three-way valve 745A3020
Preparation for the Operation of the HFO Purifying System with Two
Separators in Series Open Filling valve on HFO service tank 745A3091 p) Ensure that there is no abnormal discharge from the water outlet
Closed Crossover filling valve between HFO or sludge discharge.
Port HFO separator system; No.2 separator operating in series with No.1 service tanks 10P and 10S 745A3092
separator. The separator will now operate on a timer, discharging sludge at preset
To Operate the Separator intervals.
a) Ensure that the settling tank contains HFO in sufficient quantity
to enable the separator to function correctly. a) Open the instrument air supply to the separators.
b) Check and record the level of oil in all fuel tanks. b) Ensure the separator brakes are off and that the separators are free
to rotate.
c) Open the self-closing test cock on the HFO settling tank, closing
it again when any water has drained. c) Ensure the correct gravity discs are fitted.
d) All valves in the separator system are to be initially closed. d) Check the oil level in the separator gear boxes.
e) Open the valves, as indicated in the table below, to take suction e) Check that the strainers are clean.
from the HFO settling tank 10 P, using HFO separator No.2 pump.
Passing HFO through No.2 heater, then No.2 separator, followed f) Start No.2 separator supply pump. Oil will bypass the separator,
by No.1 separator; discharge to HFO service tank 10P. returning to the settling tank through the three-way recirculating
control cock.

Illustration 2.6.2b Gas Oil/Diesel Oil Purifier System
GO & DO Control Air System
Separator Heater 20
(850 l/h) Non-Potable Water System
TI
TI TAHL 1021 1022
1020 1806 3001
20
32
20
1019 25
1023
M
Gas Oil and 1017 1028
Diesel Oil PI
TI
Separator Pump
(850 l/h) 1802 TI
PS PAL
1018
PI
TI 1010 1015
32 Heating
1807
40 32
DO
Service
PI
TI 32 Tank 13S 1025 1024
(32.02 m3)
1014
1003 GO Tank 15P
(22.27 m3)
1007 1006 1005 1004
40
Gas Oil and
Diesel Oil
1002 Separator
(850 l/h)
40 40 40 1013
32
DO DB Tank 14P
(64 m3) 25
25 1026 1012
1029
25
40 40
1011
DO DB Tank 14S 32
(64 m3)
25
Separator
Drain
Tank 10P
1001
GO Key
Service
Tank 15S 32
(22.27 m3) Note* All valve numbers are Marine Diesel Oil
prefixed by 743A unless stated
otherwise. Air
Dom. Fresh Water
Steam
Comp. 15 Comp. 14 Comp. 13 Comp. 12 Comp. 11 Comp. 10
Issue: First Illustration 2.6.2b Gas Oil/Diesel Oil Purifier System

Diesel Oil Purifying System Preparation for Purifying Diesel Oil Preparation for Purifying Gas Oils
Diesel Oil/Gas Oil Separator Pump a) Ensure that there is sufficient DO in the DO storage tank from a) Ensure that there is sufficient GO in the GO storage tank 15P.
which the oil is to be taken.
Make: IMO b) Check and record the level of oil in all the G.O tanks.
Type: ACE 032L1 IVBO b) Check and record the level of oil in all DO tanks.
Capacity: 850l/h c) All valves in the separator system are to be closed.
c) All valves in the separator system are to be closed.
There is one separator dedicated to Diesel Oil (DO) and Gas Oil (GO) and this d) Open the valves as indicated below, taking suction from the GO
is used to transfer DO from one of the two DO storage tanks to the DO service d) Open the valves, as indicated in the table below, to take suction storage tank 15P and returning the purified oil to the GO service
tank, and GO from the GO storage tank to the GO service tank. from the DO D.B. storage tank 14P, returning the purified oil to tank.
the DO service tank.
The separator is provided with a heater and a supply pump. The integral pump Position Description Valve
in the separator pumps the DO or GO to the storage tank. Position Description Valve
Open GO storage tank 15P suction valve
Open DO D.B tank 14P suction valve to separator pump 743A1004
Note! The heavy fuel oil purifiers are self-cleaning, however, the DO/GO to separator pump 743A1005
purifier is not self-cleaning.) Closed DO D.B tank 14S suction valve
Closed DO D.B tank 14S suction valve to separator pump 743A1006
to separator pump 743A1006
Closed DO D.B tank 14P suction valve
Closed DO service tank suction valve to separator pump 743A1005
Closed DO service tank suction valve
Closed GO storage tank 15S suction valve to separator pump 743A1003
Closed GO service tank 15S suction valve
Closed GO service tank 15S suction valve to separator pump 743A1007
Open DO and GO separator pump discharge valve 743A1010
Open DO and GO separator pump discharge valve 743A1010
Open DO and GO separator heater inlet valve 743A1015
Open DO and GO separator heater inlet valve 743A1015
Open DO and GO separator heater bypass valve 743A1028
Open DO and GO separator heater bypass valve 743A1028
Active Three-way control recirculation cock 743A1806
Active Three-way control recirculation cock 743A1806
Open Three-way return cock to DO D.B. tanks 743A1029
Open Three-way return cock to DO D.B. tanks 743A1029 (set to discharge GO to one of the DO
(set to return to the tank from which DO storage tanks)
suction is currently taken)
Open DO and GO separator discharge valve 743A1807
Open DO and GO separator discharge valve 743A1807
Open GO service tank filling valve 743A1011
Open DO service tank filling valve 743A1013
e) Operate the DO and GO separator in the same way as the HFO e) Operate the DO and GO separator in the same way as the HFO
separator except that, depending upon the oil temperature, the separator except that, depending upon the oil temperature, the
heater may not be required. The need for the heater must be heater may not be required. The need for the heater must be
checked with information relating to the oil to be purified and the checked with information relating to the oil to be purified and the
temperature of the DO in the storage tanks. temperature of the DO in the storage tanks.
(Note! Regulations regarding the heating of oils and their flash points must be (Note! Regulations regarding the heating of oils and their flash points must be
observed.) observed.)

Illustration 2.7.1a Diesel Generator Engine Nozzle Cooling System
50
Oil 2912 Oil 2911

HT Cooling 2026 Detector PI
HT Cooling 2027 Detector
PI
Water Inlet 50 Water Inlet
OIL OIL 32
Connection 32 50 Connection PI
For Analysing PI For Analysing
50 Equipment Heat Equipment
32 32
o Exchanger o
80-85 C 2910 2909 80-85 C 2908 2907
PI PI
50
HT Cooling 50 HT Cooling
TI IMACS TI IMACS
Water Outlet Water Outlet
Nozzle Water Nozzle Water

Circulating Circulating
Pumps Pumps
8 m3/h 8 m3/h
32 32 32
32 32 32
LAHL LAHL
Insulation Insulation
25
TS TAH TS TAH 25
2906 2905
Diesel Generator 1&2 Electric Heating
Diesel Generator 3&4 Electric Heating
From 22.5 kW
22.5kW 2902 CFW 2901
25
Transfer
Pump 25
25
To Oily Bilge 25 25
25 2904 25 2903
Deep Tank 25
Compartment 12, Deck 3 15S 3 Compartment 11, Deck 3
15 15
Chemical Dosing Unit 2 Deck 2 Chemical Dosing Unit 2 Deck 2
2811 2812
32 32
Diesel Generator Engine 3 50 2002 Diesel Generator Engine 1
2004
50
32 32
2003 2001
2012 2005
o 3499 o
95 C 95 C 3499
TIAH 1.5 bar PIAL TIAH 1.5 bar PIAL
32 32
2011 3471 2006 3471
PI
TI PI
TI
32 32
32 32
2015 2008
Diesel Generator Engine 3 Diesel Generator Engine 2
2014 32 2007 32
Key
2013
2010
Nozzle Cooling
3499
o o
95 C H.T. Cooling Water 95 C 3499
TIAH 1.5 bar PIAL TIAH 1.5 bar PIAL
Electrical Signal
2017 3471 2009 3471
PI
TI Note* All valve numbers are PI
TI
Engine Valves 3499 and 3471: No Prefix Number otherwise.
Compartment 12, Deck 1 Compartment 11, Deck 1
Issue: First Illustration 2.7.1a Diesel Generator Engine Nozzle Cooling System
2.7 Nozzle Cooling Procedure for Setting Up the Nozzle Cooling System Position Description Valve
2.7.1 Diesel Generator Engine Nozzle Cooling System a) At each nozzle cooling unit, check the level of water in the Open No.1 D/G engine nozzle cooling inlet valve 712A2006
storage tank and replenish from the cooling fresh water system if Open No.1 D/G engine nozzle cooling outlet valve 712A2005
Nozzle Cooling Pumps required.
Closed No.1 D/G engine nozzle cooling bypass valve 712A2001
Maker: Pompe Garbarino b) At each nozzle cooling unit, set up the valves as follows:
Type: Open No.1 D/G engine nozzle cooling return valve 712A2002
Capacity: 8m3/h at 3.1 bar Position Description Valve Valve Open No.2 D/G engine nozzle cooling inlet valve 712A2009
D/Gs 1&2 D/Gs 3&4
Introduction Open No.2 D/G engine nozzle cooling outlet valve 712A2010
Open No.1 pump suction valve
from storage tank Closed No.2 D/G engine nozzle cooling bypass valve 712A2007
Fuel injector nozzles have an important effect upon fuel atomisation and
effective atomisation is essential to engine performance. During engine Open No.2 pump suction valve Open No.2 D/G engine nozzle cooling return valve 712A2008
operation, a fuel injector nozzle can become overheated and this leads to an from storage tank
Open No.3 D/G engine nozzle cooling inlet valve 712A2011
increase in fuel temperature in the nozzle fuel sac, with possible early ignition Open No.1 pump discharge valves
and burning of the nozzle tip. Burning of the nozzle tip causes defective fuel from storage tank Open No.3 D/G engine nozzle cooling outlet valve 712A2012
atomisation and subsequent poor combustion. Cooling of the fuel injector
Open No.2 pump discharge valves Closed No.3 D/G engine nozzle cooling bypass valve 712A2003
nozzles minimises overheating problems and ensures optimum combustion.
from storage tank
During periods of reduced load, or when on standby, the nozzle temperature Open No.3 D/G engine nozzle cooling return valve 712A2004
may fall below the level required for good performance. This in turn can have Open Heat exchanger coolant inlet
a detrimental effect upon fuel atomisation. In this case the nozzle temperature valve Open No.4 D/G engine nozzle cooling inlet valve 712A2017
has to be increased and the nozzle cooling system becomes a heating system. Open Heat exchanger coolant Open No.4 D/G engine nozzle cooling outlet valve 712A2013
outlet valve Closed No.4 D/G engine nozzle cooling bypass valve 712A2014
Each pair of diesel generator engines has a nozzle cooling system comprising
a 500 litre coolant storage tank, two coolant circulating pumps, a plate type Operational Three-way temperature control
Open No.4 D/G engine nozzle cooling return valve 712A2015
heat exchanger and associated pipework and valves, including a three-way valve
temperature control cock. The coolant tank is provided with a 22.5kW electric Open Cooling unit outlet valve d) At the unit heat exchangers set up the following HT cooling water
heater. Water from the diesel generator high temperature (HT) cooling system to D/G engines 2911 2912 system valves:
is circulated through the plate heat exchanger in order to remove heat from the Open Coolant return valves from
nozzle cooling water before it flows to the engines. The circulating pumps Position Description Valve
No.1 engine 2907
have a capacity of 8m3/h at 3.9 bar. The heat exchanger is rated at 66kW. Open No.1 and No.2 D/G nozzle cooler heat
Open Coolant return valves from exchanger HT CW inlet valve 712A1298
This system of nozzle cooling enables the temperature of the fuel injector No.2 engine 2908
Open No.1 and No.2 D/G nozzle cooler heat
nozzles to be accurately controlled and this avoids contamination of the main Open Coolant return valves from exchanger HT CW outlet valve 712A1293
cooling system, as any leakage of fuel from the nozzles will only enter the No.3 engine 2909
nozzle cooling flow. Pump suction is taken from the bottom of the storage tank Open No.3 and No.4 D/G nozzle cooler heat
Open Coolant return valves from exchanger HT CW inlet valve 712A1210
and any oil contamination remains at the top of the tank. A test cock is No.4 engine 2910
provided on the coolant storage tank to test for the presence of oil. Open No.3 and No.4 D/G nozzle cooler heat
Closed Connection for analysing exchanger HT CW outlet valve 712A1129
Water is drawn from the coolant storage tank by one of the circulating pumps, equipment 712A2027 712A2026
one being operational and the other on standby, for automatic cut-in, should the Closed Connection to chemical e) At the ECR mimic select the engine nozzle cooling system for
operational pump fail. The pump forces the water through the heat exchanger dosing unit 712A2812 712A2811 generators 1 and 2 and select AUTO control, with one pump set as
where it is cooled by water from the HT engine cooling system. A three-way duty and the other as standby. Switch the heater control to AUTO
Closed Storage unit oil in water
temperature control valve at the cooler outlet allows uncooled water to mix and start the system. Repeat the operation for generators 3 and 4.
test valve 2905 2906
with the water passed through the heat exchanger, thus the temperature of the
water passing to the engine nozzles is controlled to suit the required nozzle Closed Storage unit filling valve 2901 2902 f) The nozzle cooling units will operate to keep the engine fuel
temperature. The outlet temperature from the temperature control valve is in Closed Storage unit drain valve 2903 2904 injector nozzle temperatures within the limits set for the system.
the range 80ºC to 85ºC. Cooling water leaving the unit is directed via an inline Heating is supplied by the thermostatically controlled electric
oil detector to each of the two engines served and then returns to the coolant c) At the diesel generator engines, set the nozzle cooling inlet and heater and the cooling is supplied by water circulating from the
storage tank. outlet valves as follows: diesel generator HT cooling system.
Issue: First 2.7.1 Diesel Generator Engine Nozzle Cooling System Page 1
Illustration 2.8.1a Diesel Generator Engines 1 and 2 Lubricating Oil Systems Main System
Funnel Top
200 200
150 150
Key
32 32 32
Emerg. Emerg. Emerg. Emerg.
Lubricating LO LO LO LO
Oil Tank 2 Tank 1 Tank 2 Tank 1
65 (94L) (94L) (94L) (94L)
Dom. Fresh Water
65
2041 2060
Air 32 32 32 32
32 32 32 32
Note* All valve numbers are 125 32 125 32
otherwise.
2856 2857
PI
TI TI M PI
TI TI M
250 250
Fresh 50 Fresh 50
Water 2034 Water 2084
Control Control
Air PDAH Air PDAH
200 200
2031 PDAH 2081 PDAH
IT
IT
2036 PDI 2087 PDI
H20 2040 H20
2058
250 250
100 100
2038 Plate 2086
PI
TI TI Diesel Generator Cooler PI
TI TI Diesel Generator
2037 2088
250 2236
PI
TI
1 250 2239
PI
TI
2
Plate 2027 250 2076 250
2030
Cooler Engine 2079 2075 Engine
2026 2019 2020 2070 2069
2022 100 Driven 2071 100 Driven
L.O. 2240 L.O.
2237 2235 2817 2238 2835
Fresh 2225 Pumps Fresh 2224 Pumps
Water Auto +PI (308 m3/h) +PI
TI
IT
TI
IT
- - - -
Filter 2044 Filter 2066 2067
2018
2017 50 2065
100 100
TI
TI
PI 150 PI 150
Pre-LO 2248 2247 100 Pre-LO 2245 2246 100

Pump Pump
(81 m3/h) 100 (81 m3/h) 100
100 100
200 200 200 200
2877 2881
TI
TI
PI 2878 PI 2880
2007 2053
2009 2056
2879 2882
125 100 125 100
150 150
From/To From/To 300 300
40 300 300 40
Separators Separators
100 100
2 2012 2002 2003 2 2061 2051 2052
2043
200 200 200 200 2054
Separate Circulating Deep Separate Circulating Deep

Chamber Ballast Tank 11 Chamber Ballast Tank 11
(P) (S)
Issue: First Illustration 2.8.1a Diesel Generator Engines 1 and 2 Lubricating Oil Systems - Main System
2.8 Lubricating Oil Systems The inlet valve stems are lubricated at high engine loads by two load controlled Procedure for Setting Up the Engine Main Lubricating Oil System
oil pumps. The pumps use oil from the cylinder lubricating oil system and
2.8.1 Diesel Generator Engine Lubricating Oil Systems - Main System inject the oil into the scavenge air. Each bank of seven cylinders has its own a) Ensure that the LO level in the diesel generator engine circulating
pump. The pumps automatically start at 50% load and cut-out at 46% load. D.B. tank (sump) is adequate. If necessary, supply clean LO from
Prelubricating Pumps the storage system (see section 6.7.4 LO Transfer and Bunkering
Piston cooling is by a combination of shaker effect and bore cooling. After System).
Make: Imo
extracting heat from the piston crown, the oil drains to the sump through return b) If necessary, raise the temperature of the LO by opening the steam
holes in the piston skirt. supply to the sump heating coil (see section 6.2.7, Steam System).
Model: BGR562 E2 NR01
Motor: 690V 18kW 1185rpm
The turbocharger rotors are supported on two plain bearings, located between c) With all valves initially closed, prepare the LO circulation system
No. of Sets: 4
the compressor wheel and the turbine rotor. The bearing at the compressor end by setting the valves as follows:
Capacity: 81m3/h
is used for axial location and to absorb axial thrust. Both bearings are supplied
with LO by two separate supply pipes, which are connected to both sides of the Position Description Valve Valve
Lubricating Oil Circulating Pumps
bearing casing. The LO supply pressure to the turbocharger bearings should be No.1 D/G No.2 D/G
adjusted so that it is between 1.3 bar and 1.5 bar. The pressure reducing valve
Maker: MAN B&W Open Prelubrication pump
in the supply pipe is used for this purpose.
Type: Engine driven discharge valve 741A2018 741A2066
Capacity: 308 m3/h at 8 bar Emergency LO header tanks are provided, two for each engine, in order to Open Engine main LO pump
supply oil to the turbochargers in the event of lubrication system failure. The outlet valve 741A2019 741A2070
Introduction 94 litre capacity of these tanks is sufficient to supply oil to the turbocharger Operational Auto backflush filter
bearings during their run-down period after the engine has been stopped. three-way inlet cock
Each diesel generator engine has its own self-contained lubrication system for During normal operation, the engine driven pumps supply oil to the
the lubrication of engine bearings, turbocharger bearings and cylinders. Operational Auto backflush filter
turbocharger bearings with branches to the tanks. These branches keep the
three-way outlet cock
tanks fully charged. There are no valves on the lines to and from these tanks.
The LO sump is the circulating DB tank immediately below the engine. This During normal stopping periods, the pre-lubrication pump will maintain an oil Open LO cooler inlet valve 741A2027 741A2076
serves as the LO reservoir from which the pumps draw suction and to which supply to the turbochargers after the engine has stopped.
the oil returns after serving the engine. Open LO cooler outlet valve 741A2034 741A2084
The lubrication of cylinder liner running surfaces is carried out via splash Operational LO temperature control valve 741A2856 741A2857
There are two main lubrication pumps and a prelubrication pump which also lubrication and the cylinder lubrication system. The piston rings pick up oil Open LO cooler LT FW inlet valve 711A1036 711A1063
draws suction from the circulating D.B. tank. from the cylinder grooves which are supplied with oil from the bore holes in Open LO cooler LT FW outlet valve 711A1043 711A1070
the cylinder liner, these bore holes are supplied with oil by an electrically
The electrically driven prelubrication pump runs before the engine starts and driven pump. One pump supplies each bank of seven cylinders. These pumps
ensures that there is oil at all the working surfaces. The pump stops when the Position Description Valve Valve
are two speed and operate according to the load on the engine. They draw oil No.3 D/G No.4 D/G
engine reaches operating speed and the main engine driven pumps are from the main LO distributing pipe and pass it to hydraulically controlled
supplying oil at pressure. The pump cuts in again when the engine slows at block distributors which send the oil to individual cylinder lubrication points. Open Prelubrication pump
shutdown. discharge valve 741A2107 741A2066
Suction for the main LO pumps and the pre-lubrication pump is through non- Open Engine main LO pump
The main pumps have a delivery rating of 308m3/h at a pressure of 8bar. A return valves and magnetic filters in the suction pipelines. The oil then flows outlet valve 741A2110 741A2070
pressure regulating valve at the end of the LO supply pipe to the engine through the automatic back-flush filter to the cooler, where it is cooled by fresh
maintains the LO pressure in the engine system at a constant level. Operational Auto backflush filter
water circulating in the LT diesel generator fresh water cooling system. The oil
three-way inlet cock
flows to the engine through a final filter and is distributed to the various
The engine driven main LO pumps supply oil under pressure to the main locations by the engine`s internal LO pipework. Operational Auto backflush filter
bearings, the bottom end bearings, top end bearings, camshaft bearings, three-way outlet cock
camshaft gear wheel drive system and turbocharger bearings. The circulating Remote temperature and pressure indicators, with alarms, are fitted to the LO Open LO cooler inlet valve 741A2119 741A2076
oil also acts as a piston coolant, being supplied to the piston space by means of inlet line to the engine. A high LO temperature alarm is triggered if the inlet
a bore in the connecting rod. From the top of the oscillating connecting rod, oil Open LO cooler outlet valve 741A2126 741A2164
temperature exceeds 60ºC and a low pressure alarm if the pressure falls to 3.5
is transferred to the piston through a funnel on spring bearings which keep the bar. There is an oil temperature shutdown which is initiated at 64ºC. Operational LO temperature control valve 741A28xx 741A2875
lower end of the funnel in contact with the outer face of the connecting rod
upper end. Open LO cooler LT FW inlet valve 711A1183 711A1251
The engine governor has its own lubrication system and is not part of the
engine system. Open LO cooler LT FW outlet valve 711A1190 711A1258
Issue: First 2.8.1 Diesel Generator Engine Lubricating Oil Systems - Main System Page 1
Illustration 2.8.1b Diesel Generator Engines 3 and 4 Lubricating Oil Systems Main System
Upper Deck
200 200
150 150
Key
32 32 32 32
Emerg. Emerg. Emerg. Emerg.
Lubricating LO LO LO LO
Oil Tank 2 Tank 1 Tank 2 Tank 1
65 (94L) (94L) 65 (94L) (94L)
Dom. Fresh Water
2128 2170
Air 32 32 32 32
32 32 32 32
Note* All valve numbers are 125 32 125 32
otherwise.
2855 2875
PI
TI TI M PI
TI TI M
250 250
50 50
Fresh Fresh
Water 2126 Water 2164
Control Control
Air PDAH 250 Air PDAH
2123 PDAH 2161 PDAH

IT
IT
200 2116 PDI 2165 PDI
H20 200 H20
2085 2169
250 250
100 100
2234 Diesel Generator Plate 2167 Diesel Generator
PI
TI TI PI
TI TI
2115 Cooler 2166
2233
PI
TI
3 250 2229
PI
TI
4
250 250
Plate 2119 250 2157 250
2122 2160
Cooler 2118 2111 2110
Diesel 2151 2150
Diesel
2156
2112 Driven 2152 Driven
2231 L.O. L.O.
2232 2854 2230 2228 2876
Fresh 2226 Pumps Fresh 2227 Pumps
TI
IT
TI
IT
- - - -
Filter 2108 Filter 2148
2107 2147
2106 50 2146 50
TI
PI 100
TI
150 PI 150
Pre-LO 2241 2242 100 Pre-LO 2243 2244 100

Pump Pump
(81 m3/h) 100 (81 m3/h) 100
100 100 100
200 200 200 200
2884 2887
TI
PI
TI
2883 PI 2886
2098 2138
2100 2140
2885 2888
125 100 125 100
150 150
From/To 300 300
From/To 300 300
40 40
Separators 100
Separators 100
2 XXXX 2095 2096 2 2141 2135 2136
2097 2137
200 200 200 200
Separate Circulating Deep Separate Circulating Deep

Chamber Ballast Tank 12 Chamber Ballast Tank 12
(P) (S)
Issue: First Illustration 2.8.1b Diesel Generator Engines 3 and 4 Lubricating Oil Systems - Main System
d) Ensure that fresh water is flowing through the LO cooler. 2.8.2 Diesel Generator Engine Lubricating Oil Systems - Cylinder Illustration 2.8.2a Cylinder Lubrication
Lubricating Oil System
e) Open the compressed air supply to the automatic backflush filter
and check that it is able to function. (See section 2.5.3. Running surfaces of the engine cylinders are lubricated by means of splash
Compressed Air Systems - Instrument Air.) from the crankcase. This arrangement provides a fresh film of oil on the liner
surface every time the lower part of the liners are uncovered by the piston skirt.
f) Ensure that the pre-lubrication pump is switched to automatic. This is adequate for the lower liner lubrication, where temperatures and
pressures are not severe.
The engine is now ready to start.
Because of the higher pressures and temperatures existing at the top of the liner
g) Upon initiating the start procedure for the engine, the pre- additional cylinder lubrication is provided. Oil is injected into the cylinder by Cylinder Liner
lubrication pump starts and circulates oil around the system. means of bores, the piston ring pack then carries the oil upwards and
Check that the LO pressure rises to an acceptable level. distributes it over the liner surfaces. Lubrication
Bore Hole
h) When the engine has started, check that the LO pressure is correct There are two electrically driven pumps, one for each bank of seven cylinders. Cylinder
Crankcase
and that the pre-lubrication pump has stopped. These pumps draw oil from the main LO distributing pipe and send it under
pressure to a hydraulically controlled distributor. These send the oil, at
i) Start the LO purifier for the engine and ensure that it runs regulated intervals, to the cylinders through small bore pipes. The distributors
continuously whilst the engine is running. operate by sending a measured quantity of oil to the lubrication bore holes at
the cylinders and this oil enters the cylinder through small radial bores. These
are located at a point where the ring pack will be when the piston is at the
bottom of its stroke, a location not readily reached by splash lubrication. The
piston rings carry the oil upwards and spread it over the liner surface to give
an effective lubricant film.
Lubrication Bore Hole
The pumps are two speed and operate according to the load on the engine.
There are no valves on the pressure cylinder lubrication system and the electric
pumps start automatically when the engine operates. It is important to ensure
that the pumps are set to automatic.
Proximity Switch
Inlet Pipe
Connection Pipes
Drainage
Pipe
Drainage Pipe
Oil Pump Block Distributor
Drive
Motor
Drainage Pipe
Inlet Pipe
Issue: First 2.8.2 Diesel Generator Engine Lubricating Oil systems - Cylinder Lubricating Oil System Page 1
Illustration 2.8.3a Lubricating Oil Purifier System P
Fresh
water
Key P
50 Comp.
Lubricating Oil Air
Note* All valve numbers 50
are prefixed by 741 Electrical Signal A3097
unless stated JB 6-10 bar JB
otherwise. Steam
A3034 A3022
Fresh Water
TI TAHL TI TAHL
Air TI TI
A3035 40 A3813 40 A3023 40 A3808 40
50 50 M M
A3040 40 A3028
TIP
TIP
A3069 I I
65 50
TIP
TIP
A3102 TI PI I L.O. I
PI TI L.O. A3041 PAL
TI A3029 PAL
TI
+ PI A3039 A3027
PI Separator
TIP
TIP
Separator 40 I I
A3014 PI
TI
50 No.1 Heater PI
TI
Oil Cooler 50 No.2 Heater 40 40
A3004
PI A3036 A3024
TIP
TIP
50 I I A3030
A3042
A3001
A3037 Control A3026 Control
IMACS 6 bar IMACS
6 bar Unit A3043 Unit A3031 50
L.O. A3805 L.O.
LO Separator 65 + PI
50 A3810
65 A3010 Separator Separator
Pump 3 50 50
(4.800 l/h) A3044 No.2 A3032 No.1
DG 3 Circ. DB 12 A3009 753A4805

A3011 LO Separator
(P)
65 Pump 1
(4.800 l/h) A7534807
125
DG 1 Circ. 125
A3076 A3070 DB 11 A3814
A3809
(P)
50 Separator Drain Tank 10
50 50
IT
PI A3096 (P)
50
IT
A3016 TI P
Fresh
50
water
65 Oil Cooler P
Comp.
50
65 A3015 50 Air
TIT
I
50
50 50
TIP
I
JB 6-10 bar JB
A3092
Renovated A3058 A3046
Dirty Oil
DB 11C Oil DB 11C 50
PI TI TI
TI TAHL TI TAHL
A3072 A3020 A3059 40 A3823 40 A3047 40 A3818 40

65 M M
A3064 40 A3052
TIP
TIP
65 I I
A3071
TIP
TIP
50 A3017 + PI L.O. I L.O. I
A3065 PAL
TI A3053 PAL
TI
A3078 65 LO Separator A3063 Separator A3051
TIP
TIP
40 I I
Separator No.4 Heater PI
TI No.3 Heater PI
TI
DG 2 Circ. Pump 2 40 50 40
DB 11 50
(4.800 l/h)
A3048
TIP
(S) I
A3068 A3054
50
LO Separator Control A3049 Control
A3075 Pump 4 IMACS 6 bar IMACS
Unit A3066 Unit A3055 50
(4.800 l/h) A3060 L.O. L.O.
TIP
50 I A3845
+ PI A3079 A3084 Separator Separator
PI PI TI 50 50
50 A3061 No.4 No.3
A3067 A3056
65 A3008 6 bar
Oil Cooler TI PI 753A4812
A3073 A3820
A3005 50
50
125 A7534814
125
DG 4 Circ. DB 12 A3074 PI TI A3824
A3819
(S)
TI PI
50
A3077 50
A3085
50
A3090
(S)
Oil Cooler
Issue: First Illustration 2.8.3a Lubricating Oil Purifier System

2.8.3 Lubricating Oil Purifier System Procedure for Purifying and Returning Lubricating Oil From a Diesel Operative Three-way temperature
Generator DB (Sump) control valve 741A3818 741A3823
Lubricating Oil Purifiers
Open LO separator bypass
All system valves initially closed.
Maker: Westfalia non-return valve 741A3051 741A3063
Type: Self Cleaning Centrifugal a) Set the system valves as follows: Open LO separator outlet valve
Model: OSC 30-96-066
Position Description Valve Valve Open LO return line valve 741A3054 741A3068
Capacity: 4,850 l/h
No.1 DG No.2 DG
Open LO return cooler inlet valve 741A3084 741A3090
Lubricating Oil Purifier Supply Pumps Open DG sump suction valve 741A3011 741A3017
Open LO return cooler outlet valve 741A3079 741A3085
Closed LO separator pump line
Maker: IMO suction valve 741A3010 741A3072 Open D/G LO sump inlet valve 741A3076 741A3077
Type: ACG 045N6 IVBO Open LO separator heater steam
No. of sets: 4 Open LO separator pump
discharge valve 741A3013 741A3020 1st inlet valve 731A1830 731A1827
Capacity: 4.8m3/h
Open LO separator heater Open LO separator heater steam
Introduction inlet valve 741A3026 741A3037 2nd inlet valve 731A1265 731A1263
Operative Three-way temperature Operational LO separator heater electrical
The purpose of the Lubricating Oil (LO) purifier system is to remove water and control valve 741A3808 741A3813 steam inlet valve 731A1832 731A1829
solid impurities from the LO in the diesel generator engines. Each engine is
Open LO separator bypass Open LO cooler LT FW inlet valve 711A2267 711A2270
provided with its own purifier system, comprising a Westfalia OSC 30-96-066
centrifugal separator, a LO separator heater, a LO separator pump and a LO non-return valve 741A3027 741A3039 Open LO cooler LT FW outlet valve 711A2278 711A2275
cooler. Open LO separator outlet valve
b) Ensure that the steam supply is available and that the LT FW
Although the purifier systems are arranged to serve a particular engine, a Open LO return line valve 741A3030 741A3042 cooling system for auxiliary users is operational.
system of crossover valves enables any of the four purifier systems to serve Open LO return cooler inlet valve 741A3097 741A3096
any of the four engines. c) Open the instrument air supply to the separator room and ensure
Open LO return cooler outlet valve 741A3102 741A3092 that air is available at the separator(s) to be used. Check that the
For any system, the separator pump takes suction from the engine circulating Open DG LO sump inlet valve 741A3009 741A3078 air pressure reducing valve (753A4001) is functioning to supply
D.B. (sump), passing the oil through a heater and then to the separator. The air at 3 bar to the temperature control valves.
Open LO separator heater steam
separator`s own pump returns the purified oil to the engine`s sump, via a cooler
1st inlet valve 731A1824 731A1821 d) Open the water supply valve from the technical water system and
if the temperature is too high. The separators discharge sludge into a separator
drain tank, there is one tank for two separators. A three-way temperature Open LO separator heater steam check that the reducing valve (721A2001) is functioning and
control valve at the heater outlets allows the LO to be circulated back to the 2nd inlet valve 731A1276 731A1292 supplying water at 3 bar to the separator bowls.
sump when the purifier is on its sludge cycle, thus avoiding any system oil loss. Operational LO separator heater electrical
e) Ensure that the separator brake is off and that the purifier bowl is
steam inlet valve 731A1826 731A1823
Any of the separators can take suction from the dirty oil tank and discharge to free to rotate.
any of the diesel generator engine sumps or the renovated oil tank. The Open LO cooler LT FW inlet valve 711A2258 711A2255
separators automatically discharge sludge from the bowl at timed intervals. Open LO cooler LT FW outlet valve 711A2263 711A2266 f) Ensure that the correct gravity disc is fitted.
Position Description Valve Valve g) Ensure that the separator gear box oil level is correct.
(Note! Care should be taken to prevent contamination of the oil in any of the
No.3 D/G No.4 D/G
engine sumps, from contaminated oil in the dirty oil tank. Although water and
solids are removed from the LO during operation of the centrifugal separator, Open DG sump suction valve 741A3001 741A3005 h) Switch on the separator control panel and check that the system is
this is not so for chemical contaminants or even bacteria. LO from the dirty oil Closed LO separator pump line functioning satisfactorily.
tank should be purified to the renovating tank and a test should then be carried suction valve 741A3069 741A3075
out on the LO in the renovating tank to ensure that it is safe to transfer to one i) Start the separator supply pump. LO will bypass the separator via
of the engine sumps.) Open LO separator pump the three-way temperature regulating valve.
Purifier heaters are supplied with steam, the flow of which is regulated to Open LO separator heater
maintain the correct temperature. inlet valve 741A3049 741A3061
Issue: First 2.8.3 Lubricating Oil Purifier System Page 1

Illustration 2.8.3a Lubricating Oil Purifier System P
Fresh
water
Key P
50 Comp.
Lubricating Oil Air
Note* All valve numbers 50
are prefixed by 741 Electrical Signal A3097
unless stated JB 6-10 bar JB
otherwise. Steam
A3034 A3022
Fresh Water
TI TAHL TI TAHL
Air TI TI
A3035 40 A3813 40 A3023 40 A3808 40
50 50 M M
A3040 40 A3028
TIP
TIP
A3069 I I
65 50
TIP
TIP
A3102 TI PI I L.O. I
PI TI L.O. A3041 PAL
TI A3029 PAL
TI
+ PI A3039 A3027
PI Separator
TIP
TIP
Separator 40 I I
A3014 PI
TI
50 No.1 Heater PI
TI
Oil Cooler 50 No.2 Heater 40 40
A3004
PI A3036 A3024
TIP
TIP
50 I I A3030
A3042
A3001
A3037 Control A3026 Control
IMACS 6 bar IMACS
6 bar Unit A3043 Unit A3031 50
L.O. A3805 L.O.
LO Separator 65 + PI
50 A3810
65 A3010 Separator Separator
Pump 3 50 50
(4.800 l/h) A3044 No.2 A3032 No.1
DG 3 Circ. DB 12 A3009 753A4805

A3011 LO Separator
(P)
65 Pump 1
(4.800 l/h) A7534807
125
DG 1 Circ. 125
A3076 A3070 DB 11 A3814
A3809
(P)
50 50
IT
PI A3096 (P)
50
IT
A3016 TI P
Fresh
50
water
65 Oil Cooler P
Comp.
50
65 A3015 50 Air
TIT
I
50
50 50
TIP
I
JB 6-10 bar JB
A3092
Renovated A3058 A3046
Dirty Oil
DB 11C Oil DB 11C 50
PI TI TI
TI TAHL TI TAHL
A3072 A3020 A3059 40 A3823 40 A3047 40 A3818 40

65 M M
A3064 40 A3052
TIP
TIP
65 I I
A3071
TIP
TIP
50 A3017 + PI L.O. I L.O. I
A3065 PAL
TI A3053 PAL
TI
A3078 65 LO Separator A3063 Separator A3051
TIP
TIP
40 I I
Separator No.4 Heater PI
TI No.3 Heater PI
TI
DG 2 Circ. Pump 2 40 50 40
DB 11 50
(4.800 l/h)
A3048
TIP
(S) I
A3068 A3054
50
LO Separator Control A3049 Control
A3075 Pump 4 IMACS 6 bar IMACS
Unit A3066 Unit A3055 50
(4.800 l/h) A3060 L.O. L.O.
TIP
50 I A3845
+ PI A3079 A3084 Separator Separator
PI PI TI 50 50
50 A3061 No.4 No.3
A3067 A3056
65 A3008 6 bar
Oil Cooler TI PI 753A4812
A3073 A3820
A3005 50
50
125 A7534814
125
DG 4 Circ. DB 12 A3074 PI TI A3824
A3819
(S)
TI PI
50
A3077 50
A3085
50
A3090
(S)
Oil Cooler
Issue: First Illustration 2.8.3a Lubricating Oil Purifier System

j) Operate the control to open the electrically activated heater steam To Stop the Separator Procedure for Purifying Oil from the Dirty Oil Tank and Returning it to
supply valve. LO will now circulate through the heater but will the Renovated Oil Tank
still be returned to the engine sump. a) Press the stop button on the control panel; the separator will go
through the shutdown cycle including sludging of the bowl. Any of the four LO separators can be used for this purpose. For the example
k) Start the separator. shown, No.1 LO separator system will be used.
b) Shut off the steam supply to the heater.
l) When the separator has reached operational speed, press the a) Open the steam supply valve to the dirty oil tank in order to warm
separator control button. The separator will now function c) When the LO temperature has fallen to an acceptable level stop the oil ready for purification.
automatically with the three-way valve directing LO to the the separator LO supply pump.
separator bowl and the heater steam supply controlled to give the b) Set up the valves as follows (No.1 separator system in use):
correct LO temperature at the separator. d) In the separator room, shut the water and air supply valves to the
separator. Position Description Valve
m) Check the operation of the separator and if necessary, adjust the
Open Dirty oil tank D.B. 11C suction valve 741A3015
LO flow. e) Apply the separator bowl brake to stop the bowl rotating.
Open No.1 LO separator pump line suction valve 741A3010
n) Ensure that there is no abnormal discharge from the water outlet f) Shut all valves.
Open LO separator pump discharge valve 741A3013
or sludge discharge.
(Note! There is no start/stop control of the separators or pumps from the Open LO separator heater inlet valve 741A3026
o) Check that all alarms are operational. IMACs system, only monitoring. The separators can be stopped locally or via
Operative Three-way temperature control valve 741A3808
the SMS system in an emergency.)
The separator will operate continuously with timed opening of the bowl to Open LO separator bypass non-return valve 741A3027
discharge sludge.
Open LO separator outlet valve
Open LO return line valve 741A3030
Open LO return cooler inlet valve 741A3097
Open LO return cooler outlet valve 741A3102
Open Renovated oil return line valve 741A307
Open Renovated oil DB 11C inlet valve 741A3016
Open LO separator heater steam 1st inlet valve 731A1824
Open LO separator heater steam 2nd inlet valve 731A1276
Operational LO separator heater elec. steam inlet valve 731A1826
Open LO cooler LT FW inlet valve 711A2258
Open LO cooler LT FW outlet valve 711A2263
c) Operate the separator as for the diesel generator sump operation

described above.
Issue: First 2.8.3 Lubricating Oil Purifier System Page 2

Illustration2.8.4a Propulsion Motor Lubricating Oil Services
Non-Drive End
Bearing
TI
JOP-Unit NDE
Key
Hydraulic Oil DPI

LI
Feed Water
Electrical Signal
M M
Thrust
Bearing
Shaft Line
Locking
Device PEM Non-Drive End Bearing Jack Up Hydraulic Circuit
Propulsion
Motor
Drive End
Bearing
TI
JOP-Unit DE
LI DPI
Water Out
Water In
20 bar
M M
IMACs Process Station M M
Propeller Shaft Thrust Bearing Oil Circuit PEM Drive End Bearing Jack Up Hydraulic Circuit
Issue: First Illustration 2.8.4a Propulsion Motor Lubricating Oil Services

2.8.4 Propulsion Motor Lubricating Oil Services The system is provided with a temperature and pressure sensor and the sump Procedure for Preparing the Propulsion Motor Bearings for Operation
has a level gauge and a low level sensor which raises an alarm if the sump level
Bearing Maker: Renk falls below a set value. a) Check that electrical power is available at the pump motor
Type: Hydrostatic jack-up switchboards and that all instrumentation is functioning correctly.
In the case of a failure of more than one of the pumps per side or an IMACs
Introduction fault, it is still possible to operate the lubrication oil pumps manually from their b) Check that the oil level in the sump is correct (at the top of the
relevant motor control centre. The propulsion converter control system indicator when the motor is not turning) and replenish the sump if
Each propulsion electric motor is provided with two pedestal bearings, one at requests operation of the pumps and then receives a running acknowledgement necessary.
each end of the motor, to support the rotor. These pedestal bearings are of the signal that the pumps are in operation.
oil lubricated white metal type with labyrinth type seals at the ends of the c) Check that the pump pressure relief valve is set correctly.
bearing unit to prevent the escape of oil. Operation
d) Open the cooling water valves to the pedestal bearings as in the
During the normal operation of oil lubricated white metal bearings, an oil The pumps are in operation during the motor speed range of zero to 30 rpm. following table:
wedge forms between the rotating shaft and the bearing due to the relative The pumps are automatically started at 30 rpm decreasing and are stopped at
movement between shaft and bearing. This is hydrodynamic lubrication and 35 rpm increasing. Description Valve
the oil wedge is strong enough to keep the shaft and bearing apart thus
Port motor forward bearing cooling water inlet valve 711A1588
preventing metal to metal contact and possible bearing failure. The relative The converter control system will generate a start command for the pumps if
speed between the two surfaces, caused by the rotational speed of the shaft, is the propulsion system is not switched on but the shaft is turning due to a Port motor forward bearing cooling water outlet valve 711A1592
critical to the formation of the hydrodynamic oil wedge and if the speed is too windmill effect. Therefore it is essential that the 690V for the pump control
Port motor aft bearing cooling water inlet valve 711A1585
low an effective oil wedge does not form and contact can take place between circuits is provided continuously.
the shaft and the bearing. Port motor aft bearing cooling water outlet valve 711A1589
The pumps are also automatically started, if not already running, when the
Starboard motor forward bearing cooling water inlet valve 711A
The propulsion motor and the propeller shaft rotate at a relatively low speed shaft turning gear is started
and the motor pedestal bearings are provided with a hydrostatic form of Starboard motor forward bearing cooling water outlet valve 711A1580
lubrication, to ensure that the shaft and bearing are kept apart at all times. Oil If the supply is switched off for a particular reason, the shaft speed must be
is supplied under pressure to the space between the bearing and the shaft and monitored manually or the shaft must be blocked. Starboard motor aft bearing cooling water inlet valve 711A1581
that pressure, about 100bar, is sufficient to keep the bearing and shaft apart Starboard motor aft bearing cooling water outlet valve 711A1577
even when the shaft is not turning. The bearing is specially designed with a CAUTION!
pocket to allow for effective support of the shaft in the bearing by means of the Slow turning without lubrication will cause damage to the bearings. e) Select the operational pump and switch to AUTO; set the other
pressurised oil. pump as the standby pump.
Two electrically driven oil pumps, one operational and the other on standby if f) Start the pump and check that the oil is flowing in the system and
the main pump fails, take suction from the sump of the pedestal bearing. The that the gauges are functioning.
sump is provided with a cooling coil, through which flows circulated water
from the cooling fresh water diesel generator’s LT system. This cooling g) The propulsion motor lubrication system is now ready and the
maintains the oil in the sump at a constant temperature. A pressure relief valve motor may be started when required.
connected to the pump discharge line maintains the oil delivery pressure at a
set value by discharging the excess back to the pump suction. Oil from the
operational pump flows through a filter unit and a flow sensor before entering
the bearing via a non-return valve.
Issue: First 2.8.4 Propulsion Motor Lubricating Oil Services Page 1

Illustration 2.8.5a Stern Tube Lubricating Oil System Key
Load Water Line
Load Water Line 32 Lubricating
20 20 Oil
Stern Tube Vent
Oil Stern Tube 2209 Electrical Signal
40 20
Seal (FWD P)
Aft Centre Fore Tank Air
Lip Seal Oil Vent 30 L 20
Bearing Bearing Bearing
LI
Stern Tube
TAH TAH TAH
Header Tank
Air Space Vent (P) 400 L LI Note* All valve numbers are
2192 2208 prefixed by 741A unless stated
2203 otherwise.
2313 2314 LAL
Drip Feed
Rate Set 20 32
To Drip
(P)
Tray 40
12
40
2202
Air Space Drain 2200
12 15
15
To the Stern Air Space 2201
Tube Deep Point Drain Pump
25
For Oil Test And (P)
LAH
Stripping Air Space 30 L Leakage
Drain Tank 10
Stern Tube Oil (P)
Supply And Drain 2198
Working Air
2312 (Max. 6 bar)
Stern Tube 15
Oil test
Load Water Line Load Water Line
2197
40 20 Oil Stern Tube 32
Seal (FWD S) Stern Tube
Stern Tube Vent Tank Header Tank
(S) 400 L LI
Aft Centre Fore 2194
Lip Seal Oil Vent Bearing Bearing Bearing 30 L
2310 2311 LAL
TAH TAH TAH LI
20 32
Air Space Vent
12 2193
2191 32 32 15
2304
Drip Feed 40 40
Rate Set 2183
To Drip
(S) Tray Stern Tube Oil 2182
Filling & Drain 2185
Pump 2184
40 25
2190 (2.5 m3/h) 32
25 Located Located
Air Space Drain 2188 2303
12 15 2302 Near Near
15 Pumps Pumps
Air Space 2189 Leakage Tray
To the Stern 2306
Tube Deep Point Drain Pump
For Oil Test And (S) 25 32 32
Stripping LAH 2178
30 L 2301 2174
Air Space Leakage 2307
Drain Tank 10
Stern Tube Oil 15 32
Supply And Drain (S)
Working Air 2186
15
2300 2175 32
(Max. 6 bar)
2177 2176 Stern Tube Stern Tube
2309
15 15 40 Oil Store Oil Drain
Stern Tube
Oil test DB 15 C DB 15 C
17 m3 17 m3
Issue: First Illustration 2.8.5a Stern Tube Lubricating Oil System

2.8.5 Stern Tube Lubricating Oil System The outer after seal prevents the ingress of sea water and the leakage of oil Open Stern tube pump discharge
outwards. This seal is of the lip type with the outer pair designed to prevent valve to stbd header tank 741A2182
Stern Tube Lubricating Oil Filling Pump ingress of water and the inner pair to prevent the escape of oil from the bearing Open Stern tube pump discharge
region. The seals are dry and the air space between the lips is constantly valve to drain tank 741A2304 741A2304
Make: Imo drained by a pneumatic air pump. The pump discharges to an air space drain
Type: Self Priming IMO Screw Pump tank which is fitted with a high level alarm. The top of the air space also vents Normally Port hand LO pump
Model: ACE 038K1 IVBO to this tank. Activation of the level alarm will indicate water or oil leakage at closed discharge valve 741A2185
Motor: F165 690V 0.75kW 1150rpm the after seal. The space between the outboard and inboard pairs of lip seals is Normally Starboard hand LO pump
Capacity: 2.5m3/h: 2.5bar supplied with oil from the bearing circulation system. Should the outboard closed discharge valve 741A2184
seals leak, the tendency will be for oil to flow outwards along the shaft rather
Closed Stern tube oil header tank
Air Space Drain Pump than water flowing inwards.
drain valve No.1 741A2313 741A2310
Maker: The stern tube has its own LO circulation system, the oil being directed to the Closed Stern tube oil header tank
Type: Pneumatically driven bearing space between the stern tube forward and after seals. Oil circulation in drain valve No.2 741A2314 741A2311
Capacity: the stern tube is natural and not forced, oil being supplied by a header tank to
Open Quick closing header tank
make up any loss from the system. The header tank capacity is 3.7 tonnes and
outlet valve 741A2208 741A2194
Introduction the level is maintained by means of a pump which draws oil from the stern tube
storage DB tank. In the event of pump failure, a hand pump allows the level in Open Three-way cock (directed
the header tank to be maintained manually. from tank to stern tube) 741A2202 741A2190
Each of the two stern tubes has its own lubricating oil (LO) system, which
operate independently. Open Forward stern tube seal
(Note! It can take up to 10 hours to fill the stern tube system in cold conditions.
header tank outlet valve
Consideration should be given to preheating the oil to decrease its viscosity
The stern tube system is designed to provide support for the propeller shaft in Closed Forward stern tube seal
when charging the system.)
an oil lubricated bearing and prevent leakage of oil from the bearing into the header tank drain valve 741A2192 741A2193
shaft tunnel. The system also prevents leakage of oil to the sea and prevents The stern tube forward seal is designed to prevent oil leakage into the tunnel
leakage of water into the oil lubricated region. This would result in Open Lip seal oil vent 3-way cock 741A2209 741A2197
space and this is also of the lip seal type. It is supplied with oil under a static
contamination of the LO with the consequent risk of corrosion. pressure head from the header tank which is positioned lower than the Open Air space vent valve 741A2203 741A2191
circulation system header tank. Therefore the pressure will be lower than in the Open Air space drain pump
The provision of an oil lubricated bearing reduces the amount of heat generated circulation system. discharge valve 741A2201 741A2189
in the stern tube, but that which is generated has to be dissipated and this is
achieved by three methods: Procedure for Setting Up the Stern Tube Lubrication System Open Air space drain 3-way cock
(to drain tank) 741A2200 741A2188
Dissipation through the stern tube housing into the surrounding Both port and starboard systems are identical and valves are shown for both. Closed Stern tube oil test valve 741A2312 741A2309
space which is cooled by the sea water flowing past the stern area
a) Ensure that there is an adequate oil supply in the stern tube oil d) Start the stern tube pump and check that oil returns through the
Dissipation along the propeller shaft to the propeller and hence
storage DB 15C. The stern tube drain DB 15C normally only stern tube header tank drain line by viewing the sight glass.
into the sea water
contains oil if the system has been drained down for maintenance Returning oil signifies that oil is filling the header tank.
Dissipation into the LO circulating in the stern tube bearing and not as a clean storage tank.
e) Check that the inner seal is not leaking.
It is essential that an adequate LO supply is maintained to the stern tube in b) Check the level of oil in the forward stern tube seal oil tank and
order to reduce friction and cool the working surfaces. Oil in the stern tube replenish if necessary. The system is now operative.
system should be sampled periodically and tested. The presence of water
indicates leakage at the after seal, whilst the presence of metal particles c) Set up the valves as follows: f) Check that the temperature sensors are reading normally.
indicate failure of the bearing.
Position Description Port Starboard g) During operation, periodically draw samples of oil from the oil
Valve Valve test valve for analysis.
The stern tube system is divided into three sections:
Outer after seals Open Stern tube LO pump h) Periodically check if any oil or water is discharging from the after
suction valve 741A2178 741A2178 seal pneumatic pump.
Stern tube, incorporating the bearing support for the propeller
shaft and the inner after seals Open Stern tube pump discharge
valve to port header tank 741A2183 i) The air space vent valve (741A2203 or 741A2191) must always
Forward seals be open to ensure that the after seal air space is correctly vented.
Issue: First 2.8.5 Stern Tube Lubricating Oil System Page 1

2.9.1 List of Pumps Paddle Pool Circulating Pump Main Engine High Temperature Fresh Water Cooling Pump
Manufacturer: Speckpumen Manufacturer: Garbarino
Main and Emergency Fire Pumps Model/Type: Badu Block 32/200 FM Model/Type: MU 150/250 L
Manufacturer: Garbarino Rating: 10m3/h 2bar 1800rpm H=20mtr 2.2kW Rating: 32.4kW 2.7bar 340m3/h 1750rpm
Model/Type: MU 100/250 L
Rating: 67kw 9bar 200m3/h 3500rpm Crew Swimming Pool Circulating Pump Main Engine Fresh Water Cooling Transfer Pump
Manufacturer: Speckpumen Manufacturer: Garbarino
Fire Top-Up Pump Model/Type: Badu Block 32/200 FM Model/Type: MU 32/250 MA
Manufacturer: Garbarino Rating: 10m3/h 1.5bar 1800rpm H=15mtr 1.5kW Rating: 2.3kW 2.5bar 6.5m3/h 1750rpm
Rating: 12m3/h Passenger Swimming Pool Effect Pump Main Engine Fuel Oil Booster Pump
Manufacturer: Speckpumen Manufacturer: Imo
Sprinkler Top-Up Pump Model/Type: Badu Block 32/200 FM Model/Type: ACG 060N6 NTBP
Manufacturer: Garbarino Rating: 20m3/h 2bar 1800rpm H=20mtr 3kW Rating: 10.2m3/h 7 bar 1180 RPM 5.5 kW
Model/Type: BT 304 (Four Stage)
Rating: 4Kw 9.5bar 4.5m3/h 1750rpm Pool and Spa Bromine Dosing Pump Main Engine Fuel Oil Supply Pump
Manufacturer: Speckpumen Manufacturer: Imo
Sprinkler Fire Pumps Model/Type: NPY-2251.05/VA/MK Model/Type: ACG 060N6 NTBP
Manufacturer: Garbarino Rating: 0.55kW 400/690v 60hz Rating: 10.2m3/h 7 bar 1150 RPM 5.5 kW
Rating: 45Kw 90m3/h 9.5bar 3500rpm Passenger Jacuzzi Circulation Pump Stern Tube Lubricating Oil Filling Pump
Manufacturer: Speckpumen Manufacturer: Imo A/B
Engine Room Hi-Fog System Supply Pump Model/Type: Badu Block 40/250 FM Model/Type: ACE 038K1 IVBO
Manufacturer: Asdesmit Rating: 24m3/h 2bar 1800rpm H=25mtr 3kW Rating: 2m3/h 2.5 bar 1150 RPM 0.75 kW
Model/Type: PVLN 1050.22-017
Rating: 24.5m3/h 3430rpm Jacuzzi Massage Pump Boiler Fuel Oil Supply Pump
Manufacturer: Schmalen Manufacturer: Aalborg Industries
Passenger Swimming Pool Filling Pump Model/Type: Type NB 6516/4-2.2 Model/Type: SPF 40R 54 U8.3-W8
Manufacturer: Garbarino Rating: 24m3/h 1.1bar 2.2kW Rating: 3320ltr/h 1670rpm 17bar
Rating: 60m3/h 14.5kW 1800rpm Air Conditioning Chilled Water Pump Boiler Feed Water Pump
Manufacturer: Klaus Union Manufacturer: K.S.B Pump Ltd
Crew Swimming Pool Filling Pump Model/Type: SLM N 250-315-250 S4 Model/Type: MULTITEC MTC A 65/8C-06.1 11-62
Manufacturer: Garbarino Rating: 875m3/h 1750rpm 138Kw Rating: 43.7m3/h
Rating: 15m3/h 2.5kW 1800rpm Air Conditioning Reheat Circulating Pump Exhaust Gas Economiser Circulating Pumps
Manufacturer: Klaus Union Manufacturer: Klaus Union
Passenger Swimming/Paddle Pool Circulating Pump Model/Type: SLM N 150-315-220 S2 Model/Type: SLM N 50-315-160 S1G
Manufacturer: Speckpumen Rating: 355m3/h 38.8Kw 1750rpm Rating: 28m3/h 7.3kW 1750rpm 3.5bar
Model/Type: Badu Block 32/200 FM
Rating: 15m3/h 2.5bar 1800rpm H=20mtr 2.2kW Main Engine Pre-Lub Oil Pump Hotwell Pumps
Manufacturer: Imo Manufacturer: K.S.B Pump Ltd
Swimming Pool Circulating Pump Model/Type: ACF 110l4 IRBO Model/Type: MTC A 65/88-6.1-11.62
Manufacturer: Speckpumen Rating: 81m3/h 3 BAR 1180 RPM 18.5 kW Rating: 1755rpm
Model/Type: Badu Block 40/250 FM
Rating: 32m3/h 2.5bar 1800rpm H=25mtr 4kW Main Engine Low Temperature Fresh Water Cooling Pump Boiler Feed Water Transfer Pump
Manufacturer: Garbarino Manufacturer: Garbarino
Model/Type: MU 200/250 L Model/Type: MU 32/160 LA
Rating: 65.3kW 2.8bar 665m3/h 1750rpm Rating: 1.92kW 1.5bar 16m3/h 1750rpm
Issue: First 2.9.1 List Of Pumps Page 1

Heavy Fuel Oil Transfer Pump Lubricating Oil Separator Pump Evaporator Ejector Pump
Manufacturer: Imo A/B Manufacturer: Imo Manufacturer: Garbarino
Model/Type: ACF 110L4 IRBO Model/Type: ACG 045N6 IVBO Model/Type: MU 80/400
Rating: 50m3/h 5 BAR 1150 rpm 18.5 kW Rating: 4.8m3/h Rating: 100m3/h 28.6kW 1750rpm
Heavy Fuel Oil Separator Pump - ClockWise Rotation. Pump, Water Softener Plant Evaporator Distillate Pump
Manufacturer: Imo Manufacturer: Allweiler Manufacturer: Allweiler
Model/Type: ACG 045K6 IVBO (Stober gearbox) Model/Type: NT 25-160/159 U3D-W18 Model/Type: CLT 50/315/320 GX W20
Rating: 3.7m3/h Rating: 3500rpm 1.9kW 5m3/h Rating: 29m3/h 8kW 1750rpm
Diesel Oil Transfer Pump Potable Water Circulating Pump Evaporator Sea Water Pump
Manufacturer: Imo Manufacturer: Garbarino Manufacturer: Garbarino
Model/Type: ACG 070N6 IVBO Model/Type: MU 80/400 LE Model/Type: MU 200/315
Rating: 1m3/h 5 BAR 1150 rpm 5.5 kW Rating: 42.7kW 140m3/h 1750rpm Rating: 445m3/h 60kW 1750rpm
Gas Oil Transfer Pump Hot Potable Water Circulating Pump Evaporator Brine Pump
Manufacturer: Imo A/B Manufacturer: Garbarino Manufacturer: Allweiler
Model/Type: ACG 052N6 IVBO Model/Type: 50 G 5 V Multistage (5) Model/Type: NT 200/400/01/370 U3.12D W84 V5
Rating: 5m3/h 3.5 BAR 1150 rpm 2.2 kW Rating: 7.1kW 7.5bar 22m3/h 1750rpm Rating: 420m3/h 37.3kW 1185rpm
Emergency Generator Diesel Filling Pump Non Potable Water Circulating Pump Evaporator High Temp. Circulating Pump
Manufacturer: Imo Manufacturer: Garbarino Manufacturer: Garbarino
Model/Type: ACG 052N6 IVBO Model/Type: 50 G 5 V Multistage (5) Model/Type: MU 150/250 L
Rating: 0.5m3/h 2.5 1200 rpm RATING: 7.5kW 6bar 30m3/h 1750rpm Rating: 17.5kW 1.5bar 300m3/h 1750rpm
Main Engine Black-Out Diesel Pump Non Potable Hot Water Circulating Pump Evaporator Condensate Heating Pump
Manufacturer: Allweiler Manufacturer: Garbarino Manufacturer: Allweiler
Model/Type: SPF 10R46 G8.3-W8 Model/Type: MUR 32/160 M Model/Type: NT 25/200
Rating: 0.7m3/h 5 bar Rating: 0.3kW 1bar 1m3/h 1770rpm Rating: 9m3/h 3kW 3400 rpm
Diesel Oil Separator Pump - ClockWise Rotation. Laundry Water Pump Main Engine Sea Water Cooling Pump
Manufacturer: Imo Manufacturer: Kuyl & Rottinghuis Manufacturer: Garbarino
Model/Type: ACE 032L1 IVBO Model/Type: B40BV GS+M+F Model/Type: MU 300/315 LDS
Rating: 0.8m3/h Rating: 15m3/h 2.2kW 2900 rpm Rating: 160kW 2.8bar 1450m3/h 1750rpm
Diesel Oil Supply Pump Laundry Water Pump Air Conditioning Plant Sea Water Cooling Pump
Manufacturer: Imo Manufacturer: Kuyl & Rottinghuis Manufacturer: Garbarino
Model/Type: ACG 060N6 NTBP Model/Type: B85BV GS+M+F Model/Type: MU 300/315 LDS
Rating: 10.2m3/h 7 bar 1150 rpm 5.5 kW Rating: 58m3/h 5.5kW 1800 rpm Rating: 50.2kW 1.2bar 1155m3/h 1150rpm
Main Engine Clean Lubricating Oil Transfer Pump Galley Water Pump Auxiliary Consumers Low Temperature Sea Water Cooling Pump
Manufacturer: Imo Manufacturer: Herboner Pumps Manufacturer: Garbarino
Model/Type: ACG 060K6 IVBO Model/Type: 5.5/QSH 101-2-160-F-W1 A1G-131 Model/Type: MU 100/250 L
Rating: 10m3/h 5 bar 1200 rpm 4 kW Rating: 60m3/h 0.8 bar 1800 rpm Rating: 10kW 2bar 145m3/h 1750rpm
Main Engine Dirty Lubricating Oil Transfer Pump Auxiliary Consumers Low Temperature Fresh Water Cooling Pump Heeling Pump
Manufacturer: Imo Manufacturer: Garbarino Manufacturer: Frank Mohn
Model/Type: ACG 060K6 IVBO Model/Type: MU 100/250 L Model/Type: RBP 250-3ISO 10F350V28/18
Rating: 10m3/h 5 bar 1200 rpm 4 kW Rating: 14.13kW 3bar 140m3/h 1750rpm Rating: 640m3/h-8 MWC 2270 rpm 24.6kW
Issue: First 2.9.1 List Of Pumps Page 2

Illustration 2.9.2a Pump Suction and Delivery Schedule
Pump Suction Pump Discharge
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Se
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Fuel Pumps
DG FO Supply Pumps X X
HFO Separator Pumps X X
Boiler FO Supply Pumps X X
HFO Transfer Pumps X X X X X X X
DO Transfer Pump X X X X X X
GO/DO Separator Pump X X X X
DO Supply Pumps X X
DO Blackout Pumps X X
LO Pumps
Clean LO Transfer Pump X X X X X

Dirty LO Transfer Pump X X X X X
Misc. Pumps
Sludge Pumps X X X X X X
Grey Water Discharge
Pumps X X
Issue: First Illustration 2.9.2a Pump Suction and Delivery Schedule

Illustration 2.9.2b Pump Suction and Delivery Schedule
Pump Suction Pump Discharge
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Sp
Po
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Sh
Po
Bl
Bi
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Fi
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Sea Water Pumps
DG 1 and 2 CSW Pumps X X X X

DG 3 and 4 CSW Pumps X X X X
AC SW Pumps X X X
Bilge/Ballast Pumps X X X X X X
Oily Bilge Pumps X X X
Emerg. Bilge Pump X X X
Water Pumps
Note:
Potable Water Pumps X X X X X* : Via Sprinkler/Fire Main
Potable Water Backflush Cross Connection
Pump X X
Non-Potable Water
Pumps X X
Evap. Distillate Pumps X X X
Feed Water Transfer
Pumps X X
Boiler Feed Pumps X X X
Fire Pumps
Emerg. Fire Pump 1 X X X*

Emerg. Fire Pump 2 X X X*
Fire Pump X X X*
Fire Topping Up Pump X X X
Sprinkler Pumps X X* X
Sprinkler
Topping Up Pump X X
Issue: First Illustration 2.9.2b Pump Suction and Delivery Schedule

Illustration 2.9.3a Steam Balance
Summer Summer Winter Winter

In Port At Sea In Port At Sea Capacity/Demand
70% MCR 85% MCR 50% MCR 85% MCR
TANK HEATING 400 750 950 1500
LO SEPARATOR HEATING 175 700 175 350
HFO SEPARATOR HEATING 82 246 82 164
HFO FINAL HEATING 225 840 225 420
Conditions At Sea: GALLEY EQUIPMENT 600 600 600 600 25% of Entire Steam Demand
Winter: 2 Engines
SANITARY WATER HEATING 1800 1800 2000 2000
Summer: 4 Engines
In Port: 1 Engine AIR CONDITIONING 3300 3300 13000 13000
SWIMMING POOLS 700 700 25% of Entire Steam Demand

All values in kg/h
SUMMARY 7312 8966 17032 18034
STEAM PRODUCTION
3700 16400 3000 7000
EXHAUST GAS BOILER
STEAM PRODUCTION
3612 -7434 14032 11034
OIL FIRED BOILER
STEAM CONSUMPTION
7300 Steam Demand: 2 X 7300 kg/h
EVAPORATOR
STEAM PRODUCTION
OIL FIRED BOILER 3612 0 14032 18334
(Evaporator Consumption Taken into Account)
Issue: First Illustration 2.9.3a Steam Balance

Illustration 2.9.3b Tank Heating Steam Balance
Summer Calculation (SW Temperature 32 degrees C) Winter Calculation (SW Temperature 0 degrees C)
Steam Steam Steam Steam

TANK TANK
Identification Volume (m3) Consumption Consumption Summer Summer Identification Volume (m3) Consumption Consumption Winter Winter
No. Warming Up Heat Losses At Sea In Port No. Warming Up Heat Losses At Sea In Port
Summer (kg/h) Summer (kg/h) Winter (kg/h) Winter (kg/h)
HFO DB 8 P 1218 378.63 204 39.4 204 204 HFO DB 8 P 1218 346.95 488.1 94.3 488.1 488.1
HFO DB 8 S 1118 378.63 204 39.4 39.4 39.4 HFO DB 8 S 1118 346.95 488.1 94.3 94.3 94.3
HFO DB 9 P 1219 101.26 HFO DB 9 P 1219 101.40 159.5 76.7
HFO DB 9 S 1119 101.26 HFO DB 9 S 1119 101.40 159.5 76.7
HFO DB 9 C 1019 116.72 HFO DB 9 C 1019 116.72 181.8 85
HFO DB 10 P 1210 131.86 HFO DB 10 P 1210 141.87 205.9 96.9
HFO DB 10 S 1110 131.86 HFO DB 10 S 1110 141.87 205.9 96.9
HFO DB 10 C 1010 96.30 HFO DB 10 C 1010 96.30 151.1 72
HFO DAY TANK 10 P 1220 145.78 HFO DAY TANK 10 P 1220 145.78 510.2 33.6
HFO DAY TANK 10 S 1120 143.72 HFO DAY TANK 10 S 1120 143.72 503.2 33.6
HFO SETTLING TANK 10 P 1230 145.78 241.6 3.3 241.6 3.3 HFO SETTLING TANK 10 P 1230 145.78 250.2 11.9 250.2 11.9
HFO SETTLING TANK 10 S 1130 142.69 236.4 3.3 3.3 3.3 HFO SETTLING TANK 10 S 1130 142.69 244.9 11.9 11.9 11.9
HFO OVERFLOW DB 10C 1020 54.45 HFO OVERFLOW DB 10C 1020 54.45 87.6 11.9
HFO DB 13/14 C 1013 223.26 139.5 58.1 139.5 HFO DB 13/14 C 1013 136.07 333.7 139 333.7
HFO DB 13/14 P 1213 142.76 HFO DB 13/14 P 1213 103.07 219.4 99
HFO DB 13/14 S 1113 142.76 HFO DB 13/14 S 1113 103.07 219.4 99
DG1 CIRC DB 11 P 3211 20 DG1 CIRC DB 11 P 3211 20 71.3 19.3
DG2 CIRC DB 11 S 3111 20 DG2 CIRC DB 11 S 3111 20 71.3 19.3
DG3 CIRC DB 11 P 3212 20 DG3 CIRC DB 11 P 3212 20 71.3 19.3
DG4 CIRC DB 11 S 3112 20 DG4 CIRC DB 11 S 3112 20 71.3 19.3
SEPARATOR DRAIN TANK 10 P 8210 21.17 28.4 10.7 10.7 10.7 SEPARATOR DRAIN TANK 10 P 8210 21.17 60.9 22.9 22.9 22.9
SEPARATOR DRAIN TANK 10 S 8110 21.17 28.4 10.7 10.7 10.7 SEPARATOR DRAIN TANK 10 S 8110 21.17 60.9 22.9 22.9 22.9
DIRTY OIL DB 11 C 8011 25.42 9.3 2.9 2.9 2.9 DIRTY OIL DB 11 C 8011 25.42 46.4 14.7 14.7 14.7
WASTE OIL STORAGE TANK 15 S 8135 25.64 34.2 12.6 12.6 12.6 WASTE OIL STORAGE TANK 15 S 8135 25.64 73.3 27 27 27
WASTE OIL STORAGE TANK 15 P 8225 25.64 34.2 12.6 12.6 12.6 WASTE OIL STORAGE TANK 15 P 8225 25.64 73.3 27 27 27
RENOVATED OIL DB 11 C 8021 21.79 RENOVATED OIL DB 11 C 8021 21.79 40.3 13.1
OILY BILGE DEEP TANK 15 S 8125 12.62 55.9 42.3 42.3 42.3 OILY BILGE DEEP TANK 15 S 8125 12.62 81.7 62.2 62.2 62.2
WASTE OIL COLLECT. TANK 15 S 8115 7.14 10.3 4.9 4.9 4.9 WASTE OIL COLLECT. TANK 15 S 8115 7.14 22.1 10.4 10.4 10.4
BILGE WATER DB 14 P 8214 38.54 43.1 28.7 28.7 28.7 BILGE WATER DB 14 P 8214 38.54 215.55 143.5 143.5 143.5
BILGE WATER DB 14 S 8114 38.54 BILGE WATER DB 14 S 8114 38.54 215.55 143.5
SUMMARY 753.2 375.4 SUMMARY 1508.8 936.8
Issue: First Illustration 2.9.3b Tank Heating Steam Balance

Illustration 2.9.4a Electrical Load Balance
Notes:
Summary Data Total Power At Sea Summer At Sea Winter Manoeuvring In Port Service Emergency Service
A) Operating Factor 1: Otherwise factor is shown in Brackets (kW) (kW) (kW) (kW) (kW) (kW)
B) Deck Services include:

Steering Gear Deck Services 7051 113 (0.8) 113 (0.8) 5611 (0.8) 113 (0.8) 80 (0.8)
Thrusters
Mooring Winches
Stabilisers
Safety Equipment 872 34 (0.5) 34 (0.5) 34 (0.5) 34 (0.5) 363 (0.3)
C) Safety equipment includes:
Fire Pumps
Lifeboat Winches
Watertight Doors etc Propulsion 43172 42726 42726 13256 100 0
D) Accommodation services include:

Elevators
Pool Equipment Engine Services 2901 1393 1393 1393 905 0
Laundry
Garbage Disposal Equipment
E) Propulsion Loads at Maximum Service Speed Air Conditioning 8331 6838 4795 4795 4795 290
When at Sea
Galley Services 1200 600 (0.5) 600 (0.5) 600 (0.5) 600 (0.5) 0
Accomodation Services 1069 577 (0.5) 577 (0.5) 577 (0.5) 577 (0.5) 20 (0.2)
Lighting 1000 1000 1000 1000 1000 0
TOTAL POWER REQUIREMENT 65596 53281 51238 27266 8124 753
One Generator
Two Generators
Three Generators
Four Generators
Issue: First Illustration 2.9.4a Electrical Load Balance

Section 3: Electrical Systems
3.1 Main Electrical Network
3.2 Main Switchboard and Distribution
3.3 Main Switchboard Control and Operation
3.4 Electrical Switchboard Rooms and Sub Stations
3.5 Electrical Safety and the Permit to Work System
3.6 Main Alternators
3.7 Woodward Governors
3.8 Accommodation Distribution
3.9 Engine Room Distribution
3.10 Galley Distribution
3.11 Laundry Distribution
3.12 Miscellaneous Distribution
3.13 Air Conditioning/Ventilation Distribution
3.14 Battery and UPS Power Supplies
3.15 Emergency Switchboard and Distribution
3.16 Emergency Alternators
3.17 Trace Heating System
3.18 Shore Supply
3.19 Cathodic Protection System

Illustration 3.1a Main Electrical Network Generator No.1 Generator No.2 Generator No.3 Generator No.4
6.6kV 17.5mVA 6.6kV 17.5mVA 6.6kV 17.5mVA 6.6kV 17.5mVA
514 RPM 514 RPM 514 RPM 514 RPM
G G G G
Harmonic Harmonic
Filters Filters
Neutral
Earthing
M M Main Switchboard M10 Resistor Main Switchboard M20 M
M M M M
6.6kV 60HZ M M 6.6kV 60HZ
M M M M M M M M M M M M M M M M M M M
Emergency
Engine Room
6600/690V
Distribution
Transformer
Transformers Propulsion
3MVA
1.8MVA Transformers
6600/2000V
M M M M 8.8MVA M M M
A.C. A.C. Bow Bow A.C. Bow Stern

TRS 3 TRS 1 Comp. Comp. Thruster Thruster Comp. Thruster Thruster TRS 2 TRS 4
No.1 No.2 No.1 No.2 No.3 No.3 1.5MW
1.4MW 1.4MW 1.5MW 1.5MW 1.4MW 1.5MW
Ring Ring
Motor R R R R
R Bus Emergency Bus R
Excitation Reactor
Reactor G G Generators
Key 690V 1.25mVA
Propulsion 1800 RPM
6600 V Converters
M M M Emergency
Switchboard
690V Section
690 V
Excitation 20MW Port Starboard
Transformers 0-140 RPM Propulsion Propulsion Emergency
450 V 690/230V
Motor Motor
Transformers
225kVA
230V
Emergency
Switchboard
230V Section
Engine Room Switchboard ME10.1 Engine Room Switchboard ME10.2
Engine Room Switchboard ME20.1 Engine Room Switchboard ME20.2
M M M M M M M M
6600V 6600V 6600V 6600V 6600V 6600V 6600V 6600V

1.1MVA 1.1MVA 1.6MVA 1.5MVA 1.5MVA 1.5MVA 1.1MVA 1.1MVA
690V 230V 690V 230V 690V 230V 450V 450V 690V 230V 690V 230V 690V 230V
Substation MD20 Substation MD30 Substation MD40 Galley Substation GD10 Galley Substation GD10 Substation MD50 Substation MD60 Substation MD70
Issue: First Illustration 3.1a Main Electrical Network

3.1 Main Electrical Network Accommodation Electrical Network Machinery Spaces Electrical Network
The electrical power and generation distribution system is designed according The main accommodation load of the ship is supplied from the ring main The engine room 690 volt consumers are fed from engine room switchboards
to the ‘power station’ principle. The four diesel generators feed a common system. ME10 and ME20. Each of these switchboards is divided into two physically
6.6kV 60Hz busbar which then feeds the propulsion system and other high separate switchboards with a tie-connection.
voltage consumers. The ring line feeds 6 accommodation substations (MD20 - MD70) and the
galley substation (GD10). The accommodation substations feed all the general ME10 is divided into ME10.1 and ME10.2, which are fed from transformers
There are also two 690V 1MW emergency generators which supply the accommodation domestic load for each zone. Substation MD20 in zone 2 also TRS1 and TRS2 respectively. These switchboards and transformers are located
emergency switchboard. The emergency switchboard supplies essential feeds the supplies for zone 1, which is a much smaller zone than the others. in a dedicated room in compartment 11 on deck 3. These switchboards feed the
consumers in the event of loss of power at the main switchboards. The propulsion auxiliaries. Switchboard ME10.2 contains a 120kvA 690/400 volt
generators are located in separate rooms in zone 7 on deck 5, forward of the aft The ring can be opened at any of the substations and each substation on the transformer to feed 230 volt consumers and lighting in the machinery spaces.
mooring deck. The emergency switchboard is located in a further separate ring will then be fed radially, from the respective end of the ring. Each end of
room between the two emergency generator rooms. The emergency the ring is fed from a breaker on the main board, MD20 end ring line feed is ME20 is divided into ME20.1 and ME20.2, which are fed from transformers
switchboard is normally fed via a 3MVA 6,600/690V transformer which can from main switchboard M10 and MD70 end ring line feed is from main TRS3 and TRS4 respectively. Switchboard M20.1 and TRS4 transformer are
be supplied from either of the main switchboard’s emergency switchboard switchboard M20. The ring system allows for several methods of feeding situated in M20 main switchboard room and M20.2 and TRS3 transformer are
transfer lines. consumers in the event of any failures. The rings have bus reactors fitted after situated in M10 main switchboard room. Both main switchboard rooms are
each feeding circuit breaker which suppress surging. The reactors are located located in compartment 13 on deck 3. Switchboard ME20.2 contains a 50kvA
The common busbar can, however, be split into two physically separate main in each main switchboard room. 690/440 volt transformer to feed 440 volt consumers in the machinery spaces.
switchboards M10 and M20, by opening one of the tie breakers.The tie breaker Switchboard ME20.1 contains a 120kvA 690/400 volt transformer to feed 230
on each main board feeds a transfer line to the other main board’s transfer line At each substation is a high voltage transformer which has a secondary volt consumers and lighting in the machinery spaces.
breaker. This can be carried out as one command via the IMACs system, which winding with two tappings, 690V and 400V. These tappings feed a vertical
will ensure that each switchboard has at least one generator supplying it, before busbar system rising and falling within each zone. At each substation is also a The 690/400V transformers have a neutral point which is brought out and run
splitting the switchboards. 690V to 115V transformer VT2-7 which feeds a vertical 115V busbar system. to the fourth conductor to provide the required voltage for the 230V
The 115V transformers are fed from the 690V section of the substation. consumers.
The network features a system of harmonic filters to provide a stable electrical
supply for the ship’s sensitive consumers. In the middle of the ring line is the galley substation GD10. This is divided into Emergency Distribution
two switchboards. Each switchboard has a 1.5mVA 6,600/450V transformer
The alternator’s star points are brought out and connected to earth, enabling which supplies the 450V switchboard. These two switchboards have a There are several uninterruptible power supply (UPS) units fitted to supply
earth monitoring, via an earthing resistor arrangement. This resistor box is connecting link, the link is normally left open. There is also a network of power to specific essential consumers in the event of power loss from the
mounted close to each alternator. pantry distribution boards (GD11 - GD16) around the ship, for supplying the emergency switchboard or main switchboards. These UPS units provide a
forward and aft accommodation pantries. seamless transition to a battery supplied power source.
The propulsion load of the ship is fed from 8 transformers, 4 for each
propulsion system. The propulsion transformers lower the generated 6,600 An unusual feature of Aurora’s electrical network is the provision of a neutral The UPS units utilise an inverter to provide AC power from a DC battery
volts to 2,000 volts, this is carried out for the supply to the synchroconverter. system. The 6,600/400V transformers have a neutral point which is brought source. The batteries are usually Nicad maintenance-free batteries fitted
One main board breaker feeds 2 transformers, one is a star/delta wound out and run to the fourth conductor on the busbar systems. The 230V locally, either in the cabinet or adjacent.
transformer and the other is delta/delta wound. This arrangement gives a 30º accommodation distribution supply originates from a single 400V phase and
shift in the electrical supply to each synchroconverter, effectively supplying the neutral. The main UPS unit is fitted in the emergency switchboard room and can
each propulsion motor with a 6-phase feed. Each pair of transformers feed one provide power for the ship’s emergency lighting for at least 30 minutes in the
synchroconverter, these then supply one half motor of each propulsion motor. Each low voltage distribution system has it’s own earth monitoring system event of total power failure.
which raises an alarm via the IMACs system when a circuit’s earth impedance
Other high voltage consumers are the ring line, the transformers for the engine falls to a low level.
room services and the high voltage motors of the air conditioning compressors
and the thrusters.
Issue: First 3.1 Main Electrical Network Page 1

Illustration 3.2a Main Switchboards and Distribution
1 2 3 4 5 6 7 8 9 10 11 Cubicle Number
TPM 10 Unit 4B
0000 000
0000 000 0000 000 0000 000 0000 000 0000 000
TPM 10 Unit 5A
0000 000
GMM 10 GMM 10 GMM 10 TPM 10 TPM 10

Bus Engine Bow Substation Harmonic
TPM 10 Unit 5B
0000 000
Riser Rm TRS2 Thruster 2 MD70/MD20 Filter 3

Stbd Generator Transfer Generator Port MPM 10 Unit 6A
0000 000
Propulsion 4 Line 3 Propulsion

Converter 1 M10 Converter 1 MPM 10 Unit 6B
0000 000
0000 000
TPM 10 Unit 7A
0000 000
MPM 10 Unit 7B
0000 000
TPM 10 Unit 8A
Emer. Engine Harmonic 0000 000
TPM 10 Unit 8B
Stern A.C. Filter 4
TRS Feed 2 Rm TRS4 Thruster Comp. 3
Main Switchboard
STBD
M20
HA3 Circuit Breaker
Cubicle Number 1 2 3 4 5 6 7 8 9 10 11 12
TPM10 Unit 4A
0000 000
0000 000 0000 000 0000 000 0000 000 0000 000
TPM10 Unit 4B
0000 000
TPM 10 GMM 10 TPM 10 TPM 10 TPM 10

Harmonic Substation A.C. Bow Engine Bus
TPM10 Unit 5A
0000 000
Filter 1 MD20/MD70 Comp. 1 Thruster 1 Rm TRS1 Riser

MPM10 Unit 6A Port Generator Transfer Generator Stbd
0000 000
Propulsion 1 Line M20 2 Propulsion

Converter 1 Converter 2
0000 000
MPM10 Unit 6B
0000 000
MPM10 Unit 7A
0000 000
TPM10 Unit 7B
0000 000
TPM10 Unit 8A
TPM10 Unit 8B
0000 000
Harmonic Spare A.C. Bow Engine Emer.

Filter 2 Comp. 2 Thruster 3 Rm TRS3 TRS Feed 1
0000 000
TPM10 Unit 9B
Main Switchboard
PORT Main Switchboard M10
M10
Issue: First Illustration 3.2a Main Switchboards and Distribution

SACE HA3/ZC
3.2 Main Switchboards and Distribution
9
SF6 CHARGING PRESSURE ATTENZIONE:
There are two main switchboards, M10 and M20. Each is fed from two of the E D
8
See instruction manual
ATTENZIONE:
Related Pressure In Bars

ATTENZIONE:
7 See instruction manual
four main generators. M10 is fed from diesel generators 1 and 2 whilst M20 is C
6
5
4
ATTENZIONE:
fed from diesel generators 3 and 4. These switchboards are each located in a 3
2
10
1
dedicated room in compartment 11 on deck 3. -10 0 10 20 30 40 50 60
Temperature in oC
The usual mode of operation of these switchboards is when they are connected SFG CONTROL 8
together, via a transfer line, to form a common busbar. For operational OK
7 normal pressure
requirements, the boards may be split with one command via the IMACs ALARM
system, which will ensure that each switchboard has at least one generator K
6 low pressure 11
LOCKOUT
supplying it, before splitting the switchboards. For full automatic power B insufficient pressure
CHARGED Opening Closing CHARGED
management the switchboards must be in the closed configuration. The 5
Spring Spring
configurations are called CLOSED MSWB and P/S MSWB. ATTENTION

12
red signalling;
99834 CIRCUIT BREAKER
insufficient pressure
CLOSED MSWB configuration is when the two main switchboard SACE HA3/ZC-12-15-50
NR. ML043360
RATED VOLTAGE
LIGHTNING IMP. WITHSTAND VOLT.
interconnecting tie-breakers are closed. The two main switchboards then RATED FREQUENCY
RATED THERMAL CURRENT
CLOSING TIME/OPENING TIME
ABSOLUTE PRESSURE
effectively act as a single main switchboard. This is the normal operating 4

BREAKING CAPACITY
MAKING CAPACITY
AT THE VOLTAGE OF
OPERATING SEQUENCE
mode. P/S MSWB configuration applies when one or both tie breakers are OPERATING MECHANISM
SACE GV3V/22
NR.MLO43360
open. The switchboards then act as two separate independent switchboards. YO
YO
YO
24
24
24
V
V
V
------
------
------
YO 24 V ------
YO 24 V ------
YO 24 V ------
When the Power Management System is in automatic control, it is possible to J

switch over automatically between the two configurations from an operator
station by selecting the required mode from the IMACS system. A
3 1 2
F
H G
The switchboards contain the circuit breakers for the two incoming feeds from
I
the generators and the outgoing feed circuit breakers for the consumers.
1: Manual Charging Lever Receptacle
2: Manual Charge Close Operation Button
The switchboard consists of the main busbars with risers connecting the circuit A: Circuit Breaker Truck 3: Manual Charge Open Operation Button
breaker housing to the main busbar. Breakers are of the withdrawable type, B: Front Protection Sheet 4: Key Lock
using a special truck to withdraw the breaker when required. Each breaker has C: Control Connector Plug 5: SF6 Gas Pressure Alarm/Indicator
D/E: Lock Strikers 6: SF6 Low Gas Pressure Indicator
an earthing switch to earth the outgoing circuit when required. The breaker F: Racking-in Lock Pivot 7: SF6 Normal Pressure Indicator
must be in the withdrawn position before the earthing switch can be applied. G: Earth Switch Lock Chute 8: Breaker Open (O) or Closed (I) Indication
H: Truck Cross Piece 9: SF6 Gas Pressure/Temperature Graph
I: Segregation Activation Lever 10: SF6 Gas Fill/Drain Valve
The opening and closing operation of the breaker is achieved using springs 11: Springs Charged (Yellow)
J: Segregation Shutter Chute
which are normally charged by a spring charging motor. In the case of a failure K: Tulip Contacts
or discharged (White) Indication
of this motor, the springs may be manually charged using a lever. 12: Spring Charge Motor Protection/Reset
Indicator/Pushbutton
Main Switchboard Circuit Breakers 13: Operation Counter
The switchboard enclosure is explosion-proof and fully enclosed. No live parts
can be accessed without the safety isolation and earthing procedure being Manufacturer: ABB Sace Circuit Breaker Front Panel
correctly followed (see section 3.5). Type: HA3
The circuit breakers have the following alarms:
Each circuit breaker has a controlling PLC linked to the switchboard control The circuit breakers fitted to the main switchboards are of the SF6 type. SF6
system, this in turn is linked to the PMS and IMACs systems. is a gas called Sulphur Hexaflouride which fills the contact arcing chambers CB NOT INSERTED CB WATCH DOG ALARM
during operation. There is a gas nozzle which is fully open when the circuit CB EARTH SWITCH CLOSED CB TRIPPED
breaker is in the fully open position. The nozzle is sealed by the moving arcing CB COMMON ALARM CB SHORT CIRCUIT TRIP
contacts when the breaker is in the closed position and in the initial phase of CB EARTH FAULT 6.6kV NET CB EARTH FAULT
the opening operation. CB SF6 ALARM
Issue: First 3.2 Main Switchboards and Distribution Page 1

3.3 Main Switchboard and Generator Control and Operation Remote Control from an IMACS Operator Station Diesel Generator Automatic Control by the Power Management System
Diesel Generator Control Remote control of a diesel generator, from an IMACS operator station, is For the full automatic control of a diesel generator the engine and circuit
possible when the LOCAL/REMOTE switch at the engine local control stand breaker must be switched over using the automatic command available from
Control of the diesel generators is available at three levels:
is in the REMOTE position and the LOCAL/REMOTE switch at the main within the engine and circuit breaker icons. The indication of control level is
Local control switchboard generator cubicle is also in the REMOTE position. now not shown.
Remote control from an IMACS operator station
When both selector switches are in the REMOTE positions, the operator then The diesel generator and circuit breaker control PLCs will now only accept
Automatic control from the power management system has to select between remote and automatic control modes in the diesel engine start and stop commands from the PMS.
icon and also in the generator circuit breaker icon.
Generator protection is carried out from the corresponding generator panel. Remote control is indicated by an ‘R’ icon next to the diesel engine and the If the engine safety system initiates an emergency stop, the safety system will
The protection works independently in all three control levels. generator circuit breaker. When the diesel generator is in automatic control, send a circuit breaker ‘Open’ command directly to the generator panel in the
there are no icons visible. main switchboard. The breaker trips immediately and the diesel engine is
The diesel engines are protected by the engine safety system which is located stopped by activation of the shut down valve.
in the corresponding process station of each diesel engine. The safety system By switching from remote or automatic control, to local control and back, the
protects the diesel engine and works independently from the diesel control at previous control level, remote or automatic, is active again. The power management system is described in section 5.2.
all three control levels.
The remote operation of the diesel engines and also of the generator circuit Generator Protection by Power Limitation
Local Control breakers, is carried out for all diesel generators independently in their own
process stations: AS/P1.0 - AS/P4.0. The PMS sends a load limitation signal to each propulsion converter at 95%
At the engine local control panel is a LOCAL/REMOTE switch. When diesel generator load.
switched to the LOCAL position, the diesel engine can be started and stopped Remote control from the operator station actually means manual control of the
from the local control stand. process from the operator. The operator must check all preconditions before Generator Protection by the Release of Non-Essential Consumers
the process command. Preconditions to complete before starting the diesel
In the generator’s respective main switchboard, a LOCAL/REMOTE switch is engines are indicated in the diesel window. The generator circuit breakers The release of non-essential consumers (preferential tripping), to protect the
located at the generator cubicle. When switched to the LOCAL position the must be ready for switching with no alarms indicated in the circuit breaker diesel generators, is part of the function of the main switchboard and is
circuit breaker can be controlled from that generator cubicle panel in the main mimics. The diesel engine and circuit breaker icons will indicate blue when the indicated on the IMACS for information only. Preferential tripping stages 1
switchboard. If the diesel engine has already been started locally, the speed of diesel engines and circuit breakers are ready. and 2 are carried out directly by the main switchboard. Stages 3 and 4 are
the generator can be controlled with the SPEED HIGHER/LOWER switch at carried out by a signal from the main switchboard to the ESD system which
the generator cubicle on this control panel. After synchronising the generator If the diesel engine is selected for remote operation the operator can start and releases the relevant consumers.
the circuit breaker can then be closed using the CLOSE push button. stop the diesel engine directly. The start and stop commands are direct from the
operator station to the diesel generator process station where the start and stop
A generator on load can be unloaded using the SPEED LOWER switch and procedures are carried out. The valves at the engine are controlled from this
disconnected from the switchboard using the circuit breaker OPEN process station and the start and stop signals are sent to the Woodward
pushbutton. Governor.
Local operation is indicated at the operator station with an ‘L’ icon next to the If the engine is running, the operator can close the generator circuit breaker
diesel engine icon and also with an ‘L’ icon next to the generator circuit with the ‘Close’ command. Synchronising, breaker closing and loading are all
breaker icon. carried out automatically.
If the diesel generator is running on load, the operator can open the generator
circuit breaker with the ‘Open’ command. Unloading and breaker opening are
all carried out automatically.
It must be noted that the PMS will not consider a diesel generator in the remote
mode for use in an automatic standby start sequence/situation.
Issue: First 3.3 Main Switchboard and Generator Control and Operation Page 1
Primary Main Switchboard Generator Protection Generator Short Circuit Trip Generator Circuit Breaker Trip
Primary generator protection is an independent function of the STN main In the case of a main switchboard initiated generator short circuit trip, the In the case of a generator circuit breaker trip (not short circuit trip) the PMS
switchboard control system. In the case of an active generator protection signal generator protection unit will: receives a signal from the generator protection unit. The PMS starts and
the PMS receives signals from the main switchboard for alarm and control connects the standby diesel generator, leaving the abnormal generator running.
only. a) Isolate the short circuit by firstly tripping the main switchboard The operator must then:
tie breaker.
A main switchboard command to trip a circuit breaker occurs independently of a) Clarify the cause of the trip, attending to the fault as necessary.
the PMS. Operator stations will only show ‘Breaker Tripped’ indication. If the b) After a small delay trip the generator circuit breaker. b) Reset the fault at the generator protection unit at the main
circuit breaker was in automatic mode before the trip, the PMS switches to switchboard.
REMOTE mode automatically. The operator must then: c) Send a short circuit trip signal to the PMS.
c) Reset the failure in the icon of the circuit breaker.
a) Attend to the fault as necessary. d) The diesel engine remains running.
d) Stop or run the generator as necessary.
b) Reset the fault in the main switchboard. If, on the main switchboard with the short circuit, a standby generator is
available, the PMS will start it. However, the circuit breaker is not released for Generator Winding High Temperature Protection
c) Reset the failure in the icon of the circuit breaker. switching unless the main switchboard short circuit is cleared.
The temperature of the alternator windings are constantly monitored.
d) Switch the circuit breaker back to automatic mode to The circuit breaker tripping in the case of a short circuit is a function
use the generator in full automatic PMS control mode. independent of the PMS. The circuit breakers at the operator station show the A temperature higher than 130ºC initiates a pre-alarm and after reaching a
failure ‘Breaker tripped’. If the circuit breaker was in the automatic control value higher than 140ºC the standby diesel generator is started. After the
mode before the trip, the PMS switches to remote automatically. The operator standby diesel generator is connected and loaded, the diesel generator with the
must then: high winding temperature is then disconnected from the network and remains
running. The operator must decide wether to use the generator again or stop it
a) Attend to the fault as necessary. manually.
b) Reset the fault in the main switchboard. Alternator Protection by Diesel Engine Stop
c) Reset the failure in the icon of the circuit breaker. If the circuit breaker of a generator is tripped by the STN main switchboard
generator protection system, the PMS receives a circuit breaker tripped signal.
d) Switch the circuit breaker back to automatic mode to The safety system of the diesel engine receives a ‘Diesel stop’ signal from the
use the generator in full automatic PMS control mode. generator protection system and executes an immediate stop by generator de-
excitation.
The main switchboard tie breaker tripping changes the main switchboard
configuration from CLOSED MSWB configuration into P/S MSWB
configuration. The PMS will now automatically operate in single networks
PORT MSWB and STBD MSWB.
After elimination of the fault, it is possible to manually or automatically switch

back to the CLOSE MSWB configuration.
Issue: First 3.3 Main Switchboard and Generator Control and Operation Page 2
Illustration 3.4a Electrical Switchboard Rooms and Substations ME20.1 ME20.2
Filters
Heeling Tank Store

GW Trafo
TK
Converter
Deck - 1 Deck - 3 DN
DN
Trafo Office
Electrical GW Electrical UP
Switchboard Rooms TK Switchboard Rooms Converter UP
and Substations Linen Store & Substations Trafo Store
AC Unit DN
ME22 PW Tank
GW TK
ME21.2 ME12 Up LD10 Trafo
ME21.1 ME11 Trafo

Linen
PW Tank Keeper M10
AC Unit Office M20
Dirty Linen Trafo
M10.1
Converter DN
Vacuum
Unit AC Unit Trafo Garbage Plant
M10.2
UP
GW Trafo Crew
Heeling Tank TK
Converter Gymnasium
Zone 2
Compt 15 Compt 14 Compt 9 Compt 7 Zone 6 Zone 5
Aft Emergency
Mooring Generator
Deck 2
Officers
Deck - 5 Officers Mess Wardroom Deck - 6
CO2 Bottle Store Room
Electrical Electrical
Switchboard Rooms Pantry Substations MD20
Battery Room MD50 MD30
& Substations Photo Meet. Store
Copy Comm.s Rm.
DN Centre
DN LH MD70
AC UP
Telephone
Emergency Crew Trunk UP Exchange
Switchboard Pantry Office DN
TV Pantry
Emergency MD60 GD10 Centre
DN MD40
Generator Pantry
1 Crew Mess Room
Rope
Store
Zone 7 Zone 7 Zone 6 Zone 5 Zone 4 Zone 3 Zone 3 Zone 2
MD23
UP
Deck - 7 Deck - 9 Deck - 13 Air Intake
Electrical Electrical Electrical
Switchboard Rooms UP Switchboard Rooms Switchboard Rooms
Tel. Pantry Store
Central DN
Zone 2 Store
DN DN
UP
Theatre UP
Distrib. UP
Casing
MD29
DN
DN
UP
PA/TEL PA/
Central PA/ DN
UP Zone 6 Zone 5 Central Zone 2 Zone 5
Air Intake
MD24
Issue: First Illustration 3.4a Electrical Switchboard Rooms and Substations

3.4 Electrical Switchboard Rooms and Substations Accommodation Distribution Substations Accommodation Substation Switchgear
Manufacturer: STN Atlas The electrical substations are located in their respective zones on deck 5 or 6. Make: Merlin Gerin
In the substation rooms are the switchboards (MD20 - MD70) and the Type: RM6
The accommodation ventilation and air conditioning switchboards are located 6,600/690/400 transformers:
within the fan rooms. The disconnector switch arrangement houses high voltage HRC fuses in the
Substation Transformers MD20 AND MD50 supply to the transformers.
The switchboards have process stations fitted within for linking to the IMACs
system for monitoring and control. Manufacturer's No.s 201465, 201466 The two breakers at the ring ends, MD20 and MD70, are interlocked with M10
Specification: Three phase, dry, air cooled and M20 main switchboard breakers respectively. The MD breakers must be
At each switchboard is an incoming supply isolator/circuit breaker. This is of Manufacturer: SGB Starkstrom open before the main switchboard breaker feeder earths can be applied.
the moulded case type and is fitted with an inverse current trip and an Type: DTTHCG 1250/10
instantaneous short circuit trip. This supply then feeds busbars mounted in the Output Power: 1500kVA Engine Room Distribution
top section of the panels which have a perspex cover over them for local Prim/Sec Voltage: 6,600/690V
protection. The busbars then have dropper bars at intervals to feed the The four engine room distribution switchboards M10.1 M10.2 M20.1 and
individual cubicles. Substation Transformers MD30, MD40, MD60, MD70 M20.2 each have a supply transformer:
In each cubicle there may be withdrawable motor starters, which have plug-in Manufacturer's No.s 201461, 20146, 201463, 201464 Engine Room Transformers TRS1, TRS2, TRS3, TRS4
main contacts enabling the starters to be removed for maintenance. For Specification: Three phase, dry, air cooled
distribution there are withdrawable moulded case circuit breakers fitted with Manufacturer: SGB Starkstrom Manufacturer's No.s 201456, 201457, 201458, 201459
inverse current and instantaneous short circuit trips. Type: DTTHCG 1000/10 Specification: Three phase, dry, air cooled
Output Power: 1100kVA Manufacturer: SGB Starkstrom
Groups of circuit breakers and starters may have a group section fuse for Prim/Sec Voltage: 6,600/690V Type: DTTHC 1600/10
protection and isolation if required. The arrangement of the individual Output Power: 1800kVA
switchboards can be seen from the switchboard diagrams in sections 3.8. Galley Transformers GD TRS1 and GD TRS2 Primary Voltage: 6,600V
Secondary Voltage: 690V
The cables enter and leave the switchboards through the base. Each Manufacturer's No.s 201467, 201468
switchboard has a control transformer to provide the control voltage for the Specification: Three phase, dry, air cooled The transformers have temperature monitoring in the form of PT100 sensor
starters as well as the supply voltage for the fans and monitoring equipment. Manufacturer: SGB Starkstrom probes embedded within the windings of each low voltage (secondary) coil and
This is fitted with primary and secondary protection and indication lamps. Type: DTTHC 1250/10 in the central core. There is also a spare probe embedded in the windings
Output Power: 1500kVA should the first one fail. These sensors are connected to the IMACs system and
Some of the air conditioning switchboards have UPS units fitted, these can be Primary Voltage: 6,600/450V will raise an alarm should the temperature of the windings reach above 135ºC.
seen on the air conditioning switchboard diagrams n section 3.8. The UPS
units supply a control and operating voltage for the dampers associated with Also in the substations are the 690/115V 60kVA transformers. The switchboards have withdrawable motor starters and have ventilation fans
specific air conditioning and ventilation units, enabling them to controlled fitted.
from the safety management system in the event of a power failure. Accommodation Ring Main Feeder System
These switchboards feed the other switchboards fitted in the machinery spaces,
The accommodation substations are fed via a ring system. The ring can be such as ME11, ME12, ME22, ME23 and ME24.
broken at any substation to enable local maintenance. In this situation the
switchgear allows the substation transformer to be earthed using a built-in The electrical supply arrangements can be seen from the illustrations in section
earthing switch. The outgoing/incoming cables at each substation can also be 3.8.
earthed according to the isolation required.
Local high voltage test points are also provided to prove the circuit dead before
the earth connections are applied and any maintenance is carried out.
Issue: First 3.4 Electrical Switchboard Rooms and Substations Page 1

3.5 Electrical Safety and the Permit to Work System High Voltage Filter Circuits Interlocking System
Electrical Safety High voltage circuits are potentially more dangerous than low or medium The filter circuits are located in a separate room on the port side of the two
voltage circuits. This is not only due to the increased voltage, but also the main switchboards. This room is locked by a normal lock, so an additional
Before carrying out maintenance on any electrical systems the following explosion risk and because, under certain circumstances, high voltage circuits interlocking system is provided.
conditions are to be complied with: can retain a lethal charge even when switched off. In addition, dangerous
potentials exist some distance from the actual live high voltage conductors, the The condition to be fulfilled for entry is that both filter supply circuit breakers
a) The on-watch engineer should be informed of any maintenance distance being determined by the conductor voltage and the dielectric strength are in an earthed condition, before access is possible to the filters. Here the
on any electrical equipment within the machinery spaces. of the insulating materials (including air) surrounding the conductor. door is provided with two additional locks. Only if both of the keys are
available, can the door be opened. The keys are trapped in the switchboard,
b) Approach to the maintenance should be fully discussed at the It is therefore essential that all persons who may be required to work on, or until the output is grounded. When used, they are trapped in the filter door,
work planning discussion. operate high voltage apparatus are fully aware of the hazards and how to avoid until the door is closed. The filter doors have to remain open, until the work is
the associated danger. complete and the filter rooms are vacated.
c) Work on electrical systems should be carried out only by suitably
trained personnel. Personnel carrying out high voltage isolation, earthing, maintenance and Generator Access
inspection should have attended the company’s high voltage safety training
d) The breaker for the apparatus under maintenance should be course. The generators are locked until the engine start air valve is locked closed and
opened. the engine fuel valve is locked closed. These keys are then released and placed
High voltage apparatus is classified as any apparatus, equipment and in a lock which releases the access keys to enable the generator breaker to be
e) Fuses should be removed. conductors which are normally operated at a voltage exceeding 690 volts. earthed down.
f) The opened breaker should be locked and the key kept in the A permit to work should be issued by the Staff Electrotechnical Officer or the ‘Permit to Work’ Procedure
possession of the person carrying out the maintenance. First Electrotechnical Officer to the authorised person in charge of work to be
carried out on the earthed high voltage apparatus, detailing exactly what If maintenance or inspection is required to be carried out on any high voltage
g) When working in cubicles such as starter boxes, insulated shields apparatus is dead, isolated from all live conductors, discharged, connected to equipment, a permit to work certificate must be obtained and completed.
indicate live components and should not be tampered with. Work earth and on which it is safe to work.
in this area will require isolating at a more primary level. The permit to work certificate is to be signed by the Chief Technical Officer,
A key interlocking system is provided for 6.6 kV parts, where access to live the Staff or the First Electrotechnical Officer and the Senior Watchkeeping
h) A caution notice (Caution Men Working) should be attached to electrical parts can be reached without using tools. This is applicable for the Engineer.
the breaker isolating the circuit under maintenance. propulsion converter and for the filter circuits. All other parts like generators,
motors or the ring main components are closed and can be opened only by The permit to work certificate is in duplicate form. The duplicate copy must be
i) The circuit should be tested to check that it is dead and that no skilled personnel using tools. held by the person undertaking the work and the first copy is to be kept in the
auxiliary supply is present. engine control room.
The key interlocking system for the converters and harmonic filters allows for
j) All officers and technical staff should be competent in the safe access to the equipment for maintenance and repair. It ensures, that the ‘Caution’ and ‘Danger Live’ notices are to be displayed at all points where the
treatment of electric shock. access to high voltage parts is prohibited in all cases, where the correct switch work is being carried out and near parts that are live or may be made live.
off/down and earthing procedure of the main breaker is not performed
completely or in the wrong order. A specific step by step procedure is required Prior to any work being carried out, the item of equipment or circuit is to be
to gain access to the keys for the converter cubicles and filter rooms. The key isolated from all sources of possible supply, earthed and tested to ensure that
interlocking system ensures also the correct step by step procedure for the circuit or equipment is ‘dead’.
switching on the propulsion system, up to the closing of the HV breaker. The
interlocking system ensures, that the converter and filter room doors can only Cancellation of the permit to work certificate must be signed by the person
be opened (and therefore access to live parts of the system is given) only if: actually carrying out the work and the Staff or the First Electrotechnical
Officer.
The 6.6kV supply breaker is off and the outgoing circuit
is earthed by the earth connector. Earthing
For the converters, the connection between the motor Earthing a circuit or item of equipment can be carried out using the earthing
and converter is interrupted by open isolator switches. device at the circuit breaker, or locally by the use of portable earthing leads.
Issue: First 3.5 Electrical Safety and the Permit to Work System Page 1
Illustration 3.5a Permit To Work
Earthing leads should always be connected to earth before attachment to the
conductors. At the end of the work the leads should be removed from the
conductors before removing the earth connection. P&O Cruises Serial No..........................
If work is to carried out on an item of equipment remote from its circuit

HIGH VOLTAGE ELECTRICAL Vessel...............................
breaker (a thruster motor for example), the earthing leads should be applied PERMIT TO WORK
locally at the motor as well as using the circuit breaker earthing device.
1) Issue
All items and parts of the circuit that have been earthed are to be identified on To................................................................Employed By.....................................................................................
the permit to work certificate.
2) I hereby declare that:-
(I) It is safe to Work on the following apparatus....................................................................................................
All fuses that have been removed and the points of isolation are to be identified which is Dead, Isolated from all points of supply,
connected to Earth and Caution Notices posted......................................................................................................
on the permit to work certificate.
ALL OTHER PARTS ARE DANGEROUS
The Staff or the First Electrotechnical Officer is responsible for the
disconnection of the earthing leads and the return of the circuit or item of (II) The apparatus Isolated at the following
equipment to normal service. points. ....................................................................................................................
............................................................................................................................................................................
(III) The apparatus if efficiently Earthed
Sanction for Test with Circuit Main Earths at the following...............................................................................................................
Points.
The sanction for test is a document similar to a permit to work. The sanction ............................................................................................................................................................................
(IV) Caution Notices have been posted at the
for test form identifies the responsibility for testing and ensures that the following points....................................................................................................................................................
necessary isolation and earthing procedures have been followed before a
responsible person performs a test (high voltage pressure test, insulation test ............................................................................................................................................................................
(V) The following work is to be
etc) on any high voltage apparatus. carried out on the apparatus..................................................................................................................................
Signed.................................................................Time...............................Date.................................
Permit to Work/Sanction for Test Procedure Being authorised to issue this Permit to Work.
a) Switch OFF the equipment on which the permit to work or Issued with the Consent of:-
sanction for test is to be issued. Signed.................................................................Time...............................Date.................................SETO/IETO.
Signed.................................................................Time...............................Date.................................CTO
b) Isolate from all sources of supply (including voltage transformers.
Signed.................................................................Time...............................Date.................................Senior Watchkeeper
Where physical isolation of the primary is not possible, remove
secondary fuses and secure to prevent replacement.)
3) Receipt.
I Hereby declare that I have read the above and accept responsibility for carrying out the work detailed on this Permit
c) Prove the circuit dead. that no attempt will be made by me or by the men under my supervision to carry out work on any other apparatus.
d) Discharge to earth (wherever possible through a circuit breaker or Signed.................................................................Time...............................Date.................................
earth switch).
4) Clearance.
e) Apply CIRCUIT MAIN EARTHS and secure to prevent removal. I Hereby declare that the work for which this Permit was issued is now completed / suspended and that all men under
my supervision have been withdrawn and warned that it is no longer safe to Work on the apparatus specified on this
Permit and that all gear.tools and temporary earthing connections are clear.
f) Prove the circuit dead at the point of work to the person who is to
receive the permit to work or sanction for test. Signed.................................................................Time...............................Date.................................
g) Issue the permit to work or sanction for test. 5) Cancellation.

This Permit to Work and all copies of it are hereby cancelled.
The named authorised person is responsible for carrying out the above steps in Signed.................................................................Time...............................Date.................................
a safe manner. being authorised to cancel this Permit to Work.
Issue: First 3.5 Electrical Safety and the Permit to Work System Page 2
Illustration 3.6a Main Alternators
Stator Core Centre Line Cooling Water Inlet

Emergency Air Openings
Cooling Water Inlet
Cooling Water Outlet

Cooling Water
Leakage Detector Emergency Air Openings Outlet
Lifting Jacks
Bearing
Cooling Water
JB3
JB1 Bearing
Cooling Water
JB5
Circulating
Pump
Unit
Bearing Bearing
Insulation Insulation
Space Heater 230V/600W
Issue: First Illustration 3.6a Main Alternators

3.6 Main Alternators The coils are held in the stator grooves by retaining wedges. Separation of the The bearing at the drive end of the machine is also insulated but is normally
layers is achieved using laminated plastic layers. The coil connections and bridged. The bridge can be opened when required for measuring the insulation.
Type: 12/24 Pole main connections are hard soldered. After installation, the winding is The bearing insulation resistance must be measured every two years. Refer to
Manufacturer: AEG Order No. 98-400401 impregnated in a vacuum and hardened out whilst rotating. The beginnings and the manufacturer's manual for detailed information.
Model type: S 5 E 1600 M 54-14 SE+WK ends of the phase windings are brought out to the connection junction box, at
Serial No.s: 99-402071 (No.1) - 99-402074 (No.4) the side of the stator. Connections
Rated power: 17,500kVA
Voltage: 6,600V There is an earthing terminal provided at a highly accessible and visible point The main connection box (JB1) is fitted with two doors. Inside the box are the
Current: 1531A of the housing, for connection of the protective conductors and the earth connection terminals, the neutral point, the three current converters and a
Max. load: 14MW conductors. The star point of the stator is taken to an earthing resistor box power transformer. There is a connection plan inside the cover.
Speed: 514 rpm mounted close to the actual alternator.
Frequency: 60Hz JB3, the connection box for the monitoring and power supply equipment, is
Connection: Star Rotor Construction fitted slightly behind the main connection box. The current converters,
Power factor: 0.8 although situated in the main connection box, also have their terminals (X200-
Excitation: 73V 7.2A The rotor consists of a shaft mounted rotor with individually mounted poles. X203) in JB3, so all monitoring connections are in one junction box. There are
IP rating: IP54 The poles consist of individual laminations which are stacked on a large bolt connections for heating, stator temperature monitoring, cooling air monitoring,
Thermal class: F in the centre of the pole core. They are pressed together by the pole end plates leak detection monitoring, bearing temperature monitoring, Lubricating oil
Cooling: Enclosed forced air, hydrocoolers and then bonded under pressure. The pole coils consist of several windings levels and temperature monitoring and the power supply to the drive end
Anti cond. Htg: 690V 2,400W wound next to, and above each other. They are made of insulated square lubricating oil pump motor. There is a connection plan inside the cover. Local
Total weight: 67,200 kg copper. The pole coil wound on the pole core is insulated against the core and JBs 4, 5 and 6 (for the bearings equipment) are mounted close to the monitored
Rotor weight: 33,700 kg pole shoe by U-shaped insulators. item.
The four main synchronous alternators are driven by the MAN B&W 14V The rotor and poles are impregnated in a vacuum and hardened out whilst Alternator Monitoring
48/60 diesel engines at a constant speed of 514rpm. These units make up four rotating under heat. The rotor is then connected to the actual shaft by means of
independent generator sets. a shrink fit. After impregnation, the pole coil terminals are connected together The stator winding temperatures are monitored using 2 Pt100 resistance
by means of cable lugs. The damper winding is situated above the pole thermometers per phase. They are evenly distributed on the circumference,
Generators 1 and 2 are situated in compartment 11 and generators 3 and 4 are winding and consists of several round copper bars which run axially just below between the upper and lower layers of the stator windings in the stator grooves.
in compartment 12. Each pair feed a separate main switchboard, M10 and M20 the pole shoe surface and the damper segments, to which the bars are Voltage surge protectors are fitted to protect these sensors as they cannot be
respectively. The main switchboards are, however, usually connected to form inductively hard soldered. The damper segments are connected to the closed replaced.
one main switchboard. Each generator develops 17,500kVA at 6,600V, to give damper cage by jumpers, made out of laminated copper lugs.
14MW at a power factor of 0.8. The temperature of every plain bearing is monitored using Pt100 resistance
Bearings thermometers and a local dial thermometer. Inspection glasses in the upper part
Stator Construction of the housing can be used to check the running of the lubrication rings and oil
The rotor shaft runs in two sliding bearings. Both bearings are equipped with supply. The oil level should be set between the minimum and maximum mark.
The welded steel housing is made of solid steel plates and is used as a support an oil/water heat exchanger in the oil sump. A circulation pump unit with A level sensor is installed for each bearing to monitor the oil level.
construction for the active part of the stator. The core assembly is made of additional heat exchangers is provided to assist the heat dissipation of the drive
segmented laminations and is welded into the stator housing. The core is end axial bearing. Oil temperature monitoring and flow control instruments are Current and voltage is monitored using the current transformers T1.1 - T1.3,
pressed together by pressure rings and welded to bars at the back of the core. fitted to monitor this pump unit. The bearing oil must be changed after 16,000 achieving differential protection.
The segmented laminations consist of low-loss electrical sheet steel, which is operating hours or two years.
coated with a heat-resistant insulating enamel on one side. The cooling air circulating within the alternator is also monitored. The
Bearing insulation temperature of the warm air entering the cooler and the cold air leaving the
The stator winding consists of two layer, former wound coils. The insulation cooler are monitored by Pt100 resistance thermometers.
consists of glass filament as the carrier material, ground mica as an electrical Stray voltage may be induced in the shaft as a result of the magnetic circuits
barrier and epoxy resins as bonding agents. The individual conductors are within the alternator. Despite the insulating film of oil in the bearings, some The temperature of the cold air leaving the cooler is monitored via 2 Pt 100
enamel insulated and have glass filament braiding. These are covered by current can flow through the shaft, bearing and the base frame, which can lead resistance thermometers.
polyester tape. The taping technique ensures a continuous taping of the whole to damage to the bearing surfaces. In order to suppress these currents, the
winding overhang, at the core ends. bearing on the non-drive end of the machine is insulated from the hull. This The temperature signals are monitored by the IMACs system. The system will
insulation must never be bridged and should be routinely checked. raise alarms and if necessary, shutdowns, if temperatures reach certain limits:
Issue: First 3.6 Main Alternators Page 1

Illustration 3.6b Main Alternators S
T1 N
N
AVR A E
E A
A E
Key
S
A2
A
E
F1
E
A
6600 V
F2
N
A
E
E
A
V21 L1
690 V
Main 6.6kV AVR G G2
Rotor Pole
E
Representative
A
Circuit Breaker Arrangement
S
Arrangement
E
450 V
V1
A
A
N
N
E A
A E
W1 W3 W2 E A
S S
6,600V N
X203 /450V W1 W1-3: Current Windings of T1.1
Main 1600A:1A
Switchboard
Control V1
and AVR
U1 Overvoltage
T2 protection
JB3 JB1 Unit 4x 600W 690V
690V Float Float Flow 0.44kW Float
Exciter Rotor Exciter Anti-Cond. PT100 PT100 PT100 Switch PT100 Switch PT100 Switch Lube Oil PT100 Switch
Winding Stator
A3 V4 V5 V6 Heaters Pump
Alternator Rotor A1 Winding
Stator Winding
V20 R1 M
Winding
G V21 R2
G
A2
V1 V2 V3
Shaft Earth Rotating Diodes

X1 X1 X1
Voltage and T1.1
Current JB4 JB6 JB5
Sensing
Transformers
T1.2
T1.3
JB1
X203/ 1 2
JB3 X200 X106 X302 X304 X304 X308 X303 X317 X317 X317 X117 X303 X317
Bearing
Lube Oil
Earthing Pump Supply
JB1 Resistor Box
Starpoint Current Automatic Voltage Heating Cold Air Leak D.E. Bearing D.E. Bearing N.D.E. Bearing
U1 V1 W1 Sensing Regulator Monitoring Detection Lube Oil Level Lube Oil Flow Lube Oil
JB1 for AVR and Monitoring Monitoring Temperature
Protection Units Monitoring
Stator Warm Air D.E. Bearing D.E. Bearing N.D.E.
Temperature Monitoring Temperature Lube Oil Bearing Lube
Monitoring Monitoring Temperature Oil Level
Monitoring Monitoring
Main Alternator Connections and Monitoring Arrangement
Issue: First Illustration 3.6b Main Alternators

Stator temperature: Warning: 145ºC The firing of the thyristors V20 and V21 is initiated by the overvoltage The generator is fitted with two air/water coolers within one cooling jacket. Air
Shutdown: 150ºC protection units Al and A2, when the voltage of the pole winding exceeds is circulated via a fan impeller at both the drive end and the non-drive end of
1000V. Resistors R1 and R2, connected in parallel with the thyristors, provide the rotor. The air is taken from the heat exchanger and fed to the generator
Bearing temperature: Warning: 80ºC thyristor protection in the event of uneven firing. where it flows axially through the pole gaps of the rotor as well as through the
Shutdown: 90ºC air gap formed by the stator bore and the rotor. A partial air current circulates
The excitation equipment should be cleaned thoroughly at least once a year. via the winding overhangs at the drive end and non-drive end, through
Cooling air (outlet temperature): Warning: 47ºC openings in the sides of the housing into the ring space between the core
Shutdown: 52ºC Excitation System assembly and housing jacket. The individual partial air currents collect in this
ring space, leave the generator from the top and flow through the air/water heat
The air gap between the rotor and stator must be measured periodically and The automatic voltage regulator (AVR) keeps the generator voltage constant exchanger to cool down before flowing through the generator again. For
records kept. independent of the load. If the load changes suddenly then the AVR quickly efficient cooling of the stator core assembly, the core is divided into individual
increases the excitation current to boost the rotor emf. The AVR senses the laminations with duct spacers, separated 10 mm from each other, providing
a) The alternator should be isolated and earthed down. voltage and current levels via the voltage and current transformers T1.1 - T1.3 radial air ducts.
and regulates the current sent to the exciter stator winding using thyristors.
b) Remove the three cover plates from each end shield. The generator is fitted with emergency air flaps. If the cooling system fails,
The exciter field is supplied with an excitation current via the air-gap reactor they must be removed. The air then enters the machine axially and flows
c) Check the air gap between the stator bore and the rotor for L1, regulated by the signals received from the voltage and current transformers through the air gap and the pole gaps. It splits itself into several partial streams
symmetry at three points 120º apart on the circumference, using T1.1 - T1.3. This current is kept slightly higher than that which is required to in the pole gaps and escapes at the emergency air flap of the heat exchanger
feeler gauges. maintain the voltage level constant. At no-load, such as when the generator has hood. In the case of a heat exchanger failure, the flaps mounted on the heat
just started, the reactor produces a voltage value of 120-140% of the nominal exchanger must be opened. The emergency air vents must then be opened.
The maximum permitted deviation is +/- 5% from the mean value. voltage. The excess excitation current is shunted past the exciter field by the
action of the overvoltage protection unit. At the same time the current and The alternator is fitted with anti-condensation heaters, mounted in the lower
Alternator Excitation Equipment voltage transformers T1.1 - T1.3 are pre-magnetised and the voltage builds up. part of the stator. These heaters are rated at 2.4kW, 3 phase at 690V and are
switched on and off automatically when the alternator main circuit breaker is
Type: Thycom DEA 946 compound exciter The control unit compares the actual value to a preset setpoint value and opened and closed respectively.
applies a setpoint deviation signal to an amplifier. The analogue to digital
The excitation current is supplied by the exciter to the rotor pole windings of conversion is then carried out to regulate the excitation thyristors accordingly. The air/water heat exchangers are fitted with leak protection sensors,
the alternator using a rotating brushless system. The setpoint and therefore the output voltage can be adjusted via potentiometer consisting of a small metal tank containing a float and level switch. The
R9. operation of this device should be tested periodically. The alarm will be raised
The exciter is a three-phase external pole generator with laminated individual via the IMACs system.
poles. The exciter coils are mounted on the pole cores and form-fitted. The Measuring the Insulation resistance
stator is screwed to the side of the housing. The excitation control equipment Alternator Protection
is fitted in each generator’s respective control cabinet, mounted in the Measuring the insulation resistance evaluates the condition of the winding
respective main switchboard room. insulation. A high DC voltage ge is applied to the windings and measured to The circuit breaker is controlled by the TPM unit and will trip the breaker to
earth (e.g. using a motor-driven inductor), the current which flows is measured protect the system and the alternator in the case of:
The exciter rotor is a welded spider with a mounted core assembly. The three- and displayed as a resistance value. Before and after the measurement is taken,
phase winding is located in the grooves of the core assembly. The rotating Reverse Power
any static charge in the windings must be discharged by grounding the
diode assembly and exciter rotor are mounted on the shaft at the non-drive end, conductors several times for at least 10 seconds (windings with large copper Overcurrent
inside the bearing and within the alternator enclosure. volumes store high static charges). All other circuit components and sensors
Overvoltage
(Pt100s etc) must be grounded. Each winding should be tested against the other
The rotating diodes V1 - V6 are screwed onto two half-shells of different phases and to the machine housing (ground). Undervoltage
polarity. These shells are also used for heat dissipation. The terminal leads of
the exciter rotor winding are run directly to the diodes. The diodes are over- Short circuit
Cooling
rated for reliability and are also connected to diode protection circuitry. This Overfrequency
circuitry ensures that the winding insulation and the rotating diodes are not Circulating Air/Water Cooler Data
endangered during run-up or during any malfunctions. The high voltages Underfrequency
which may arise in the rotor windings (during any malfunctions) are short- Heat Quantity: 383kW
circuited via thyristors V20 and V21, protecting the diodes. The diodes are Water Quantity: 66m3/h
connected in an anti-parallel arrangement to the rectifier jumper. The RC Water Inlet: 38ºC
module A3 also protects the diodes by blocking voltage peaks. Water Outlet: 43ºC
Issue: First 3.6 Main Alternators Page 2

Illustration 3.7a Woodward Governors
Woodward
Digital Speed Matching
Synchroniser
DSLC
Main Switchboard
Major/Minor Remote Speed
Alarm Setting Signal
Raise Lower
IMACs
Other
Governors Frequency Matching Commands/Communication
Load Sharing
Lines
Mode Selection
Main
Switchboard IMACs
Breaker Open Command

Woodward
723 Digital Control Unit
kW Load Input
Actuator Actuator
Output Position kW
Sensing
Charge Fuel Rack

Air Position
Shutdown
Pressure Solenoid
Back-up
Governor Speed
Main Bus
Setting Switches
Speed Breaker
Breaker
Pick-Up Closure
kW Position
Proximity Command
Sensing Feedback
Probes
Flexible
Governor Coupling
Generator Bus Main Breaker
MAN B&W 14V48/60 Diesel Engine Alternator
Issue: First Illustration 3.7a Woodward Governors

3.7 Woodward Governors Digital Synchroniser and Load Control Unit DSLC Features
Digital Control Unit The digital synchroniser and load control (DSLC) unit is a microprocessor Synchroniser
based generator load control unit which is designed for use with a Woodward
Maker: Woodward Governor Company speed control unit and an automatic voltage regulator in order to provide For synchronising, the voltages of the bus and the incoming system must be
Type: Electronic synchronising, parallelling, loading and unloading of three-phase generator measured as well as the frequencies and the phase angles between the two
Model: 723 Digital Control with Digital Synchroniser and sets. All transitions between the DSLC functions are co-ordinated to provide systems. The root mean square (RMS) value of voltage gives the actual voltage
Load Control smooth operation. The DSLC deals with the electrical part of the diesel generated in an AC system over the cycle and so is used rather than an
generator system and allows for connecting individual generators to the main instantaneous voltage (which will vary with time). The RMS voltage is
Governor Actuator switchboards. It also provides signals to the 723 digital control unit which then calculated by the processor, using the digital signals from the systems.
allows the Woodward governor to regulate the engine fuel supply.
Maker: Woodward Governor Company Synchronising may be achieved by means of phase matching or slip frequency.
Type: Hydraulic The DSLC functions include: If the slip reference frequency is set to zero, then phase matching is used,
Model: PGG-EG200 A choice between phase matching or slip frequency synchronising otherwise slip frequency synchronising is used.
with voltage matching and automatic dead bus closing capability.
There are two arrangements for governing the engine speed, one is an With phase matching synchronising, the controller senses a difference in
electronic arrangement and the other is a mechanical system. Both employ the Automatic generator loading and unloading for smooth load transfer. frequency between the bus and incoming machine and then sends a signal to
same hydraulic actuator for moving the fuel pump linkage, the basic difference Droop, base load and isochronous (simultaneous) load control the engine governor to increase or reduce speed in order to change the
is the way in which the speed setting signal is defined. With the electronic capability. frequency to match the bus. Phase matching provides for rapid synchronising
governor operating, the speed setting signal is electronically processed in the but it can lead to problems with initial load sharing and possible reverse power
governor control unit and converted into a pneumatic signal by the control VAR or power factor control. conditions.
station. The pneumatic signal is then used to load the speed setting spring of Built in diagnostics.
the hydraulic actuator. Slip frequency synchronising ensures that power immediately flows out of the
Digital communications network to provide load sharing, VAR/power incoming generator to the system as soon as the breaker is closed. This means
factor sharing and other information exchange between individual the generator immediately starts to take load. To achieve this, the incoming
For emergency operation, the mechanical-hydraulic governor system is
engine controls. generator frequency is slightly higher than the bus when the breaker is closed.
activated by moving the changeover handle at the control station. This applies
a designated air pressure to the speed setting spring which gives a defined Slip frequency synchronising is selected when the slip frequency reference
Under normal circumstances the system functions without any operator point is set to a non-zero position.
engine speed. The system is for use in emergencies only. During normal
intervention and should be left as initially set. The following is a brief
service the electronic system is used but in the event of failure of the electronic The DSLC provides safe closing of the generator breaker when the bus is dead
explanation as to the processes involved in the DSLC system and is not a guide
control system, or some other abnormality in the electronic system, the as it only allows one machine breaker to be closed, even if two or more
to procedures for adjustment
mechanical-hydraulic arrangement can be employed. machines are trying to connect with the dead bus. For the incoming generator
and the busbar to be synchronised and connected in parallel, five conditions
The electronic engine governor consists of two parts: must be satisfied as follows:
The digital control unit 1) The number of phases in each system
The hydraulic actuator unit 2) The direction of rotation of the phases
The 723 digital control unit (DCU) is located in the engine control panel in the 3) The voltage amplitudes of the phases
respective generator’s main switchboard room and takes speed signals from
two digital transducers. These measure the engine speed at the main output 4) The frequencies of the two systems
shaft. The DCU also takes signals from engine major and minor alarms and has 5) The phase angle of the voltage of the two systems
a generated power input. Because the engine is driving an electrical generator
(which has to be synchronised with the electrical supply) the DCU utilises a The first two are specified when the system is installed but the remaining three
signal from the digital synchroniser and load control (DSLC) unit. vary during operation and must be matched before the parallelling breakers are
closed. The DSLC unit will adjust the signal sent to the governor DCU in
accordance with the requirements of the incoming generator for parallelling
and the governor will then adjust the engine fuel supply so that the correct
conditions are obtained for parallelling. When the busbar and incoming engine
conditions are matched, parallelling takes place automatically under the
directions of the engine management system.
Issue: First 3.7 Woodward Governors Page 1

The synchroniser may operate in one of four modes. These modes can be Multiple Shot Reclosing Base load control is selectable as either a proportional or integrating controller.
selected using the mode switch. These modes are: When unloading, the adjustable unload ramp time controls unloading to the
This function allows a number of attempts at closing the breaker. Failure to unload trip level. When the load on the generator reaches the unload trip level
1) Off
obtain closing after the specified number of attempts locks out the the control issues a breaker open command. The load and unload ramps
2) Run synchroniser by setting it to the auto-off mode and activating an alarm. The provide a smooth transition between base load, isochronous load sharing and
synchroniser must then be reset. The multiple shot reclosing function is process control any time the operating mode is changed.
3) Check
disabled by setting the reclosing count to one.
4) Permissive Automatic Generator Loading Functions
Voltage Matching
When the switch is in the OFF position, the synchroniser is out of operation. The automatic generator loading functions of the DSLC control are used with
The voltages of the generators in parallel must be matched within a small the speed control to automatically control the loading and unloading of the
Run is the normal condition and allows the breaker to be closed with the speed percentage in order to minimise reactive power flow in the system. If the generator. This achieves a bumpless transfer when parallelling the generator to
bias signal maintained. The synchroniser is disabled after the circuit breaker is generator voltage is lower than the bus voltage, reactive power will be drawn the bus system or when removing the generator from the bus.
closed but is reset when the generator is disconnected from the bus. from the bus and used to excite the generator to the higher bus voltage. If the
generator voltage is very low, the reactive power flow could motorise the Soft Loading/Unloading
The check mode allows for normal synchronising and voltage matching but generator resulting in possible damage to the generator windings. The voltage
does not issue a breaker closure signal. matching circuits of the synchroniser compute the RMS values of the voltages When the circuit breaker auxiliary contacts close, with the base load and
and the processor issues appropriate raise or lower commands to the voltage load/unload inputs open, isochronous load sharing mode is automatically
The permissive mode enables the synchronising check function, but regulator, in order to bring the generator voltage within the specified window selected. When the load/unload contact is closed, the incoming machine will
synchroniser operation does not affect engine speed or generator voltage. If the above the bus voltage. be loaded according to the loading ramp programmed into the software. The
phase, frequency and voltage are within limits, the breaker closure command soft loading function compares the load on the incoming unit with the load on
is issued. Phase Matching Synchronising the system and the load ramp linearly increases the load on the incoming unit
at a set rate. When the loads on all units match, the ramp is shut off. When
Dead Bus Closing The phase matching synchronising mode corrects the frequency and phase of removing a generator from the system, the unloading sequence is initiated by
the generator to lock it to the bus frequency and phase. Phase matching is opening the load/unload contact and the DSLC control then ramps down the
When a dead bus is detected and the dead bus closing mode is enabled, the automatically selected when the slip frequency reference set point is set to load on the unit being removed. The load is taken to zero at a preset rate. When
synchroniser will operate an exclusive lock for breaker closure. This prevents zero. When a difference in phase voltage signals is detected between the the load reaches the unload trip level, the circuit breaker is opened.
two or more units from closing their breakers at the same time. When the generator and the bus, the synchroniser sends a correction signal to the speed
DSLC receives a lock request, the following actions occur: control. The correction signal from the speed bias output increases or decreases Process Control
engine speed accordingly.
1) If a dead bus permission request is not currently being made by The process control function will control any process where the controlled
another machine, a dead bus condition is indicated when there is Slip Frequency Synchronising parameter is determined by generator load and the controlled parameter can be
no power at the bus. monitored as a 4-20 mA or 1-5V DC signal. The control function compares the
If the incoming generator speed is slightly higher than the bus when the input signal to the process set point or to the external load reference signal and
2) If another machine is also requesting dead bus permission and breaker is closed, power immediately flows from the generator to the system. adjusts the generator load to maintain the required set point. A cascade PID
that request precedes the received request, then the received The slip frequency automatic synchronising function is enabled when the slip process controller is provided for co-generation and import/export control.
request is denied. If both machines make the request at the same frequency reference point is set to a non-zero position. The synchroniser Adjustable ramps allow for smooth entry to and from the process control
time, the unit with the lower assigned address is granted the automatically controls the generator at the specified slip frequency. mode.
permission.
Load Control VAR/PF Control
3) When all other units verify that they also indicate a dead bus
condition, the requesting unit then holds the lock condition and Digital signal processing is used in order to ensure true RMS values and hence The VAR/PF function controls the reactive power component of the generator
may attempt to close its circuit breaker. The lock is automatically a true RMS power is calculated. Load control commences when the breaker is when operating in parallel. The controller compares the kVAR load or power
released after issuing the circuit breaker closure command. This closed and the load control function takes control of the DSLC speed bias factor on the generator with an adjustable internal reference and adjusts the
allows the other machines to get permission to lock if the breaker output directly from the synchroniser. Matching the synchroniser slip voltage regulator until the desired kVAR load or power factor is obtained. The
fails to close. frequency to the initial load results in a smooth transition to load control. The power factor control adjusts the generator voltage to maintain a constant power
adjustable ramp enables time controlled loading into base load, isochronous angle throughout the kW operating range. Power factor sharing adjusts the
load sharing or process control. voltage regulators so that all generators carry the same proportion of reactive
load, by balancing the power factor on all units.

Calibration and Adjustments
CAUTION!
The governors should only be adjusted or recalibrated under exceptional
circumstances. Once set there should be no need to make any adjustments
unless a system defect has occurred or components have been changed.
Calibration and adjustment takes place using a hand held programmer which is R
connected to the DSLC and derives its power from the DSLC. When
connected, the programmer will perform a power-up self-test and when this is
complete the screen will go blank. The ID key is pressed and the screen will Toggle Between Upper Moves Backward Through
show the part number and the revision level of the software being used. The And Lower Displays Each Menu, One Step At A Time
programmer has a four line LCD display and two separate functions or menu
items may be viewed at the same time. Advance Through Advances Through Each Menu,
Configure Or Service One Step At A Time.
The up/down arrow key allow the operator to toggle between the two Also Selects Service Mode
display items. Moves Back Through
The up and down arrow keys allow movement through the menu Configure Or Service
items. Turtle - (Slow) Keys Number Keys for
Turtle up key allows the display set point to be increased slowly. Increase Or Decrease The
Entering Exact Setpoint
Displayed Set Point Value Slowly
Values
Turtle down key allows the display set point to be decreased slowly.
Rabbit - (Fast) Keys
Rabbit up key allows the display set point to be increased quickly. Increase Or Decrease The
Displayed Set Point Quickly
1 2 3
Rabbit down key allows the display set point to be decreased quickly. For Entering Exact Values
The solid square key blanks the display. (Within 10%)
4 5 6
The SAVE key saves entered set point values. Increase Or Decrease The Select Configure Mode
Displayed Set Point By One Step
Numeric keys 1 to 0 selects menus 1 to 0.
At A Time - 7 8 9
(Note! The save key must be pressed after changing set point values otherwise For Scrolling Left And Right
they will not be stored in the DSLC.) Through Screen Display
Menu 1 Synchroniser Displays 723 Part Number &

+ ID = 0 . For Accessing Configure
Software Revision Level And Entering Set point Values
Menu 2 Load Control S E
E A N
Menu 3 Process Control Returns To Menu Header S V T
E
Or Main Screen C E R
Menu 4 VAR/Power Factor Control
Menu 5 Configuration Saves Entered Values
(Set Points)
Menu 6 Calibration
Menu 7 Generator Electrical Parameters
Menu 8 Control Status Monitor
Menu 9 Discrete Inputs/Outputs
Menu 0 Diagnostics
See the DSLC operation and calibration manual for the complete lists of items
within the individual menus.

Illustration 3.8a Accomodation Electrical Distribution Overview Generator No.1 Generator No.2 Generator No.3 Generator No.4
514 RPM 514 RPM 514 RPM 514 RPM
G G G G
Neutral
Earthing
Main Switchboard M10 Resistor Main Switchboard M20
M M M M
Substation Substation
Feeder Galley Galley Feeder
M MD20/MD70 *Galley Distribution Substation Substation MD70/MD20 M
See Illustration 3.9a GD10 GD10
R M M R
Substation Substation Substation Substation Substation Substation

MD20 M MD30 M MD40 M MD50 MD60 MD70
M M M
Substation Transformers Feed

Vertical Busbar Systems in 6600V 6600V 6600V 6600V 6600V 6600V
Each Fire Zone 1.1MVA 1.1MVA 1.6MVA 1.5MVA 1.1MVA 1.1MVA
690V Busbars: Telemecanique KS-80 - 800A
230V Busbars: Telemecanique KS-25 - 250A

690V 230V 690V 230V 690V 230V 690V 230V 690V 230V 690V 230V
Zone 2 Zone 3 Zone 4 Zone 5 Zone 6 Zone 7

Distribution Distribution Distribution Distribution Distribution Distribution
Key
6600V
690V
230V
Deck 14 Deck 14
115V
Deck 13 Deck 13
Deck 12 Deck 12
Deck 11 Deck 11
Deck 10 Deck 10
Deck 9 Deck 9
Deck 8 Deck 8
Deck 7 Deck 7
Deck 6 Deck 6
Deck 5 Deck 5
Deck 4 Deck 4
Deck 3 Deck 3
Deck 2 Deck 2
Fire Zone 1 Fire Zone 2 Fire Zone 3 Fire Zone 4 Fire Zone 5 Fire Zone 6 Fire Zone 7
Issue: First Illustration 3.8a Accommodation Electrical Distribution Overview

Illustration 3.8b Accomodation Distribution Zones 1 and 2 MD20 Substation MD20 Key
VT2: 6600V L: Normal Feeds Lighting, sockets etc
Substation MD 20 690 V B: Battery Feeding
690/115V 1.1MVA Located
60kVA G: Galley Consumer Feeds
Zone 2 230V R: Small Busbar System Feeds
Deck 6
400V
Q3 VT2 Q2 Q1
Port Side Busbars 115V Port Side Busbars
690V
80A Zone 2 Lifts Second Feed SD2Q1 400V (230V)
400V (230V)
160A MD25
80A Dimmer Rack L1302/10 80A Galley Distribution G1302/01
Deck 13 115V Deck 13
80A Lighting Distribution L1302/02 80A Lighting Distribution L1302/01
80A Feed Busbar R1202/01

80A MD24 80A Feed Busbar R 1202/02 80A Feed UPS Bridge L1202/07
80A Galley Distribution G1202/02 80A Lighting Distribution L1202/05
Deck 12 80A Lighting Distribution L1202/01 63A 115V Distribution H1202/02 80A Lighting Distribution L1202/03 Deck 12

Deck 11 80A Feed Busbar R 1102/01 63A 115V Distribution H1102/02 80A Lighting Distribution L1102/01 Deck 11
80A Feed Busbar R 1002/02 80A Feed Busbar R1002/01

Deck 10 80A Lighting Distribution L1002/01 63A 115V Distribution H1002/02 80A Galley Distribution G1002/01 Deck 10
80A Feed P.A. Centre L0902/03 80A Feed Busbar R0902/01

Deck 9 80A Feed Busbar R0902/02 63A 115V Distribution H0902/02 80A Lighting Distribution L0902/01 Deck 9
200A MD23
Deck 8 80A Galley Distribution L0602/02 63A 115V Distribution H0802/02 80A Lighting Distribution L0802/01 Deck 8
100A Stage Equipment Transformer 320A 400V Theatre Feed 1 L0702/04
80A Lighting Distribution L0702/03
16A Mooring Doors Fore 80A Dimmer Rack L0702/13 80A Lighting Distribution L0702/01
Deck 7 80A Lighting Distribution L0702/02 125A Dimmer Rack L0702/11 Deck 7
16A Crew Pool Equipment
16A Fore Crane Moving
80A Galley Distribution G0602/01
16A Fore Crane Hoisting
Deck 6 160A MD22t 80A Lighting Distribution L0602/02 63A 115V Distribution H0602/02 80A Lighting Distribution L0602/01 Deck 6
160A Mooring Winch 3 Fore
100A MD21 80A Feed Busbar R0502/01

80A Feed Busbar R 0502/02 80A Lighting Distribution L0502/03
160A Anchor and Mooring Winch Port

Deck 4 80A Lighting Distribution L0402/02 80A Lighting Distribution L0402/01 Deck 4
16A Bow Thruster Room Exh. & Supply Fans
16A Fore Cathodiic Protection Unit
16A Bow Thruster 3 HPP Unit
16A Bow Thruster 1 HPP Unit 80A Lighting Distribution L0302/04 80A Lighting Distribution L0302/03
Deck 3 32A MD11 80A Lighting Distribution L0302/02 80A Lighting Distribution L0302/01 Deck 3
160A Laundry Distribution LD11
16A Laundry water Pump 1 & 2
16A Grey water Pumps 23 & 24
16A Grey water Pumps 3 & 4 80A Lighting Distribution L0202/02 80A Lighting Distribution L0202/01
Deck 2 16A Grey water Pumps 1 & 2 80A Lighting Distribution L0102/03 80A Lighting Distribution L0102/01 Deck 2
Issue: First Illustration 3.8b Accommodation Distribution Zones 1 and 2 MD20

Illustration 3.8c Accomodation Distribution Zone 3 MD30 Substation MD30
6600V Key
VT3: 690/115V Substation MD 30 L: Normal Feeds Lighting, sockets etc
1.1MVA
60kVA Located 690V B: Battery Feeding
Zone 3 G: Galley Consumer Feeds
Deck 6 230V R: Small Busbar System Feeds
400V
Port Side Busbars Q3 VT3 Q2 Q1
115V Stbd Side Busbars
690V
SD3Q1
100A Zone 3 Lifts Second Feed
400V (230V) 400V (230V)
115V
Deck 13 80A Lighting Distribution L1403/01 Deck 13
80A Feed Busbar R1203/02 80A Galley Distribution G1203/02

Deck 12 80A Lighting Distribution L1203/02 80A Feed Busbar R1203/01 Deck 12
80A Feed Busbar R1103/02 80A Feed Busbar R1103/01



Deck 9 200A MD32 80A Lighting Distribution L0903/02 80A 115V Distribution H0903/02 80A Feed Busbar R0903/01 Deck 9

400A 400V Theatre Feed 2

80A Spare
Deck 7 80A Lighting Distribution L0703/02 80A Dimmer Rack L0703/11 Deck 7
80A Galley Distribution R0603/01 80A Feed Busbar R0603/01

Deck 6 250A MD31 80A Feed Busbar R 0603/02 63A 115V Distribution H0603/02 80A Lighting Distribution L0603/01 Deck 6
80A UPS Comm. Centre L503/04

160A Mooring Winch 2 80A Lighting Distribution L0503/03
80A Feed P.A. Centre 2 L0503/02
Deck 5 160A Anchor and Mooring Winch Stbd 80A Feed Busbar R 0503/02 63A 115V Distribution H0503/01 80A Lighting Distribution L0503/01 Deck 5
16A Accomodation Ladder Stbd Short

16A Accomodation Ladder Port Short
16A Shell Doors Stbd 80A Lighting Distribution L0403/04 80A Feed Busbar R0403/01
Deck 4 16A Shell Doors Port 80A Lighting Distribution L0403/02 63A 115V Distribution H0403/02 80A Lighting Distribution L0403/01 Deck 4

16A Spare 80A Lighting Distribution L0303/02 80A Lighting Distribution L0203/01
Deck 3 16A Bow Thruster 2 HPP Unit 80A Lighting Distribution L0203/02 80A Lighting Distribution L0103/02 Deck 3
Issue: First Illustration 3.8c Accommodation Distribution Zone 3 MD30

Illustration 3.8d Accomodation Distribution Zone 4 MD40 Substation MD40 Key
VT4: Substation MD 40
6600V
690/115V Located 690V
1.1MVA L: Normal Feeds Lighting, sockets etc
60kVA Zone 4
690V B: Battery Feeding
Deck 5 230V
G: Galley Consumer Feeds
R: Small Busbar System Feeds
400V
Q1 Q2 VT4 Q3
Port Side Busbars Stbd Side Busbars
115V 115V
690V
SD4Q1
400V (230V)
Deck 13
100A Dimmer Rack L1204/102 80A Second Feed Lifts Zone 4

Deck 12 80A Lighting Distribution L1204/02 Spare 125A MD 43 Deck 12

80A Feed Busbar R 1104/02 125A Dimmer Rack L1104/10
80A Spare 80A Feed Busbar R1104/01
Deck 11 80A 115V Distribution H1104/02 80A Spare 80A Lighting Distribution L1104/01 Deck 11

Deck 10 80A 115V Distribution H1004/02 80A Feed Busbar R1004/02 80A Feed Busbar R1004/01 Deck 10

Deck 9 80A 115V Distribution H0904/02 80A Feed Busbar R0904/02 80A Lighting Distribution L0904/01 125A MD 42 Deck 9
125A Dimmer Rack L0804/11
16A Man Rope System Stbd Aft

100A Dimmer Rack L0704/10 80A Lighting Distribution L0704/01 16A Man Rope System Port Aft
16A Man Rope System Stbd Fwd
Deck 7 80A Lighting Distribution L0704/02 16A Man Rope System Port Fwd Deck 7
80A Feed Busbar R 0604/02 100A Dimmer Rack L0604/01

80A Lighting Distribution L0604/04 80A Feed Busbar R0604/01
Deck 6 80A 115V Distribution H0604/02 80A Lighting Distribution L0604/02 80A Spare Deck 6

80A Feed Busbar R0504/02 16A Passenger Door Stbd
Deck 5 80A 115V Distribution H0504/01 80A Lighting Distribution L0504/02 80A Lighting Distribution L0504/01 16A Passenger Door Port Deck 5

Deck 4 80A Lighting Distribution L0404/02 80A Feed Busbar R0404/01 160A MD 41 Deck 4

Issue: First Illustration 3.8d Accommodation Distribution Zone 4 MD40

Illustration 3.8e Accomodation Distribution Zone 5 MD50 Substation MD50
Key
VT5: 6600V Substation MD 50 L: Normal Feeds Lighting, sockets etc
690/115V 1.1MVA Located 690V B: Battery Feeding
60kVA Zone 5 G: Galley Consumer Feeds
Deck 5 230V R: Small Busbar System Feeds
Q3
VT5 400V
Port Side Busbars Q2 Q1
115V Port Side Busbars
690V
SD5Q1
400V (230V) 400V (230V)
Deck 13 115V Deck 13

63A Feed Steam Bath
63A Feed Sauna
100A Zone 5 Lifts Second Feed
16A Spare 80A Spare
Deck 12 16A Sliding Cover 80A Lighting Distribution L1205/04 80A Lighting Distribution L1205/02 Deck 12

Deck 11 80A Lighting Distribution L1105/02 80A 115V Distribution H1105/02 80A Galley Distribution G1105/01 Deck 11

Deck 10 250A MD53 80A Feed Busbar R1005/02 80A 115V Distribution H1005/02 80A Lighting Distribution L1005/01 Deck 10

Deck 9 160A MD52 80A Feed P.A. System L0905/03 80A 115V Distribution H0905/02 80A Lighting Distribution L0905/01 Deck 9
80A Effect Rack L0805/02 125A Dimmer Rack L0805/11
80A Effect Rack L0705/21
80A Dimmer Rack L0705/10 80A Contactor Rack L0705/31

125A Dimmer Rack L0605/10 125A Dimmer Rack L0605/11

Deck 6 80A Light Distribution L0605/02 80A Lighting Distribution L0605/01 Deck 6
50A MD57 80A Galley Distribution G0505/01

Deck 5 160A MD51 80A Feed Busbar R 0505/02 80A 115V Distribution H0505/01 80A Lighting Distribution L0505/01 Deck 5
16A Crane Deck 4 Moving

16A Crane Deck 4 Hoisting 80A Feed Busbar R0405/01
16A Fan: VE 04.5.02 Bunker Station Stbd 80A Feed Busbar R0405/02 80A Lighting Distribution L0405/03
Deck 4 16A Fan: VE 04.5.01 Bunker Station Port 80A Lighting Distribution L0405/02 80A Lighting Distribution L0405/01 Deck 4
50A MD56 80A Lighting Distribution L0305/03

Deck 3 50A MD55 80A Lighting Distribution L0205/05 80A Lighting Distribution L0205/01 Deck 3
Issue: First Illustration 3.8e Accommodation Distribution Zone 5 MD50

Illustration 3.8f Accomodation Distribution Zone 6 MD60 VT6: Substation MD60 Substation MD 60 Key
690/115V 6600V Located
60kVA 1.1MVA Zone 6 690V L: Normal Feeds Lighting, sockets etc
690V Deck 5 B: Battery Feeding
230V
G: Galley Consumer Feeds
Q3 R: Small Busbar System Feeds
VT6 400V
Q2 Q1
Port Side Busbars Stbd Side Busbars
115V 115V
690V
SD6Q1
400V (230V)
Deck 13
125A Dimmer Rack L1206/11 200A MD 64
125A Dimmer Rack L1206/10 Spare 80A Second Feed Lifts Zone 6
80A Galley Distribution G1206/01 80A Lighting Distribution L1206/03 16A Provision Crane Deck 13
Deck 12 80A Lighting Distribution L1206/02 80A Lighting Distribution L1206/01 16A Provision Crane Deck 13 Deck 12

Deck 11 80A 115V Distribution H1106/02 80A Feed Busbar R1106/02 80A Lighting Distribution L1106/01 Deck 11

Deck 10 80A 115V Distribution H1006/02 80A Galley Distribution G1006/02 80A Feed Busbar R1006/01 160A MD 63 Second Feed Deck 10
80A Feed Busbar 0906/01

80A Feed Busbar R0906/02 80A Lighting Distribution L0906/03
Deck 9 80A 115V Distribution H0906/02 80A Lighting Distribution L0906/02 80A Lighting Distribution L0906/01 200A MD 63 Deck 9

80A Galley Distribution G0806/01 40A HPP Unit 3 Starboard
Deck 8 80A Lighting Distribution L0806/02 80A Lighting Distribution L0806/01 40A HPP Unit 1 Port Deck 8
80A Feed Lifts Zone 6
125A Dimmer Rack L0706/11 100A MD 62

80A Lighting Distribution L0706/04 80A Galley Distribution G0706/01
Deck 7 80A Lighting Distribution L0706/02 80A Lighting Distribution L0706/01 100A MD 61 Deck 7
100A Galley Distribution G0606/04 100A Galley Distribution G0606/03 16A Spare
16A Lifting Device Deck 4
100A Galley Distribution G0606/02 100A Galley Distribution G0606/01 20A Storing Platform Port
20A Storing Platform Stbd
Deck 6 80A 115V Distribution H0604/02 80A Lighting Distribution L0606/02 80A Lighting Distribution L0606/01 80A MD 67 Deck 6
80A MD 66
160A Aft Mooring Winch Port Fore
160A Aft Mooring Winch Stbd Aft

80A Lighting Distribution L0506/04 80A Galley Distribution G0506/04 25A Glass Crusher
Deck 5 80A 115V Distribution H0504/01 80A Lighting Distribution L0506/02 80A Galley Distribution G0506/02 25A Densifier Deck 5

Deck 4 80A Lighting Distribution L0306/01 Deck 4
Deck 3 Deck 3
Issue: First Illustration 3.8f Accommodation Distribution Zone 6 MD60

Illustration 3.8g Accomodation Distribution Zone 7 MD70 Substation MD70

6600V Key
1.1MVA Substation MD 70 L: Normal Feeds Lighting, sockets etc
VT7:
Located 690V B: Battery Feeding
690/115V
Zone 7 G: Galley Consumer Feeds
60kVA 230V
Deck 5 R: Small Busbar System Feeds
400V
Port Side Busbars Q3 VT7 Q2 Q1
115V Port Side Busbars
690V
SD7Q1
400V (230V) 400V (230V)
115V
Deck 13 Deck 13
Deck 12 100A Zone 7 Lifts Second Feed Deck 12

Deck 11 80A Galley Distribution G1107/02 80A 115V Distribution H1107/02 80A Lighting Distribution L1107/01 Deck 11

Deck 10 80A Lighting Distribution L1007/02 80A 115V Distribution H1007/02 80A Feed Busbar R1007/01 Deck 10

Deck 9 80A Lighting Distribution L0907/02 80A 115V Distribution H0907/01 80A Feed Busbar R0907/01 Deck 9

63A HPP4 Port System 80A Lighting Distribution L0807/03
Deck 8 63A HPP3 Stbd System 80A Lighting Distribution L0807/02 80A Lighting Distribution L0807/01 Deck 8
160A Contactor Rack L0707/30 160A Effect Rack L0707/24
160A Effect Rack L0707/20
160A Effect Rack L0707/22 125A Dimmer Rack L0707/11

80A Galley Distribution G0607/02 80A Galley Distribution G0607/01
Deck 6 80A Light Distribution L0607/02 80A Lighting Distribution L0607/01 Deck 6
160A Aft Mooring Winch Stbd Fore
160A Aft Mooring Winch Port Aft 80A Feed Busbar R0507/02 80A Lighting Distribution L0507/03
16A Cathodic Protection Aft Unit 80A Lighting Distribution L0507/02 80A Lighting Distribution L0407/01
Deck 5 16A HPP Unit Stern Thruster 80A Lighting Distribution L0407/02 80A Lighting Distribution L0307/01 Deck 5
Deck 4 Deck 4
Deck 3 Deck 3
Issue: First Illustration 3.8g Accommodation Distribution Zone 7 MD70

Illustration 3.9a Engine Room Distribution ME10.1 ME10.2 ME20.1 ME20.2 From Main Switchboards
Key
6600 V 690 V 400 V

Engine Room
Distribution 230V 450 V TRS 2 TRS 4
TRS 3 TRS 1 Transformers
1.8MVA
Transfer Line
Engine Room Switchboard ME10.1 To/From Engine Room Switchboard ME10.2
ME 10.2 1600A
1600A 63A Premagnetisation Stbd PEM TRS 2.2 1600A 63A Premagnetisation Port PEM TRS 1.2
50A Stbd Propulsion Converter 2 50A Port Propulsion Converter 1
16A Turning Gear DG1 16A Turning Gear DG2 100A
125A Port Stabiliser 125A Stbd Stabiliser
100A MCC Boiler Plant 32A Vacuum Unit 3 100A Spare 16A Spare
100A MCC Port Separator Room 100A MCC Stbd Separator Room
160A MCC ME12.1 Engine Room 16A DG1 Crane Plant 160A MCC ME12.2 Engine Room 16A DG2 Crane Plant
100A Spare 16A Stabiliser Central Panel 100A Spare 690/400V
16A Spare
200A MCC ME11.1 Engine Room 10A Spare 200A MCC ME11.2 Engine Room 120kVA
10A Spare
250A Stbd PEM Excitation TRS 2 250A Port PEM Excitation TRS 1
48A Starter 4.1 AC Reheat Pump 1 16A MCC DO Separator 250A MCC Evaporator 1 16A Spare 230V Distribution
79A Starter 4.2 AC CSW Pump 1 16A Grey Water Pumps 13&14 160A MCC ME12.2 Engine Room 16A Grey Water Pumps 15&16 80A Lighting Dist. L0103/04
160A Starter 4.3 AC Chilled Water Pump 1 25A Sewage Unit 1 48A Starter 4.1 AC Reheat Pump 2 25A Sewage Unit 2 80A Lighting Dist. L0104/04
19.1A Starter 5.1 Aux. Cons. 1 CSW Pump 16A Spare 79A Starter 4.2 AC CSW Pump 3 10A Generator 2 Space Heater 80A Lighting Dist. L0105/04
79A Starter 5.3 AC CSW Pump 2 10A Generator 1 Space Heater 160A Starter 4.3 AC Chilled Water Pump 3
80A Lighting Dist. L0105/02
160A Starter 5.4 AC Chilled Water Pump 2 23A Starter 5.1 Bilge/Ballast Pump 1
21.4A Starter 7.1 HFO Transfer Pump 1 8.4A B/B Pump 1 Priming Unit
7A Starter 7.2 Boiler FO Supply Pump 1 88A Starter 5.2 Fire Pump
7A Starter 7.3 Boiler Feedwater Pump 1 21.4A Starter 7.1 Pre LO Pump DG 2
13A Starter 7.4 EGB 2 Circ. Pump 7A Starter 7.2 DG 1&2 FO Supply Pump 2
32A Trace Htg HFO System
21.4A Starter 8.1 DG1 Pre LO Pump 7A Starter 7.3 DG 1&2 FO Booster Pump 2
32A Main Bd. M20 Ups Unit
7A Starter 8.2 DG 1&2 FO Supply Pump 1 1.5A Starter 7.3 DG 2 DE Brg LO Pump
7A Starter 8.3 DG 1&2 FO Booster Pump 1 33A Starter 7.4 HP Fan VE 03.5.02 Compt 11
1.5A Starter 8.4 DG 1DE Brg LO Pump 1.9A Starter 8.1 DG 1&2 Nozzle Clg Pump 2
39.3A Starter 8.5 HP Fan VE 03.5.01 Compt 11 39.3A Starter 8.2 DG 1&2 HT CFW Pump 2
1.9A Starter 9.1 DG 1&2 Nozzle Clg Pump 2 77A Starter 8.3 DG 1&2 LT CFW Pump 2
19A Nozzle Unit Heater 185A Starter 8.4 DG 1&2 CSW Pump 2
39.3A Starter 9.2 DG 1&2 HT CFW Pump 1
77A Starter 9.3 DG 1&2 LT CFW Pump 1
Engine Room Switchboard ME20.1 Transfer Line To/From Engine Room Switchboard ME20.2
1600A ME 20.2 1600A 1600A
400A MCC ME23 Engine Room 39.3A Starter 5.2 DG 3&4 HT CFW Pump 1 400A MCC ME24 Engine Room 185A Str 5.4 DG 3&4 CSW Pump 2
16A Turning Gear DG3 16A Turning Gear DG4
250A MCC Evaporator 2 77A Starter 5.3 DG 3&4 LT CFW Pump 1 100A 250A MCC Inc. Aux System 21.4A Starter 6.1 DG4 Pre LO Pump
16A Spare 16A Crane Plant Compt. 12
100A Spare 185A Starter 5.4 DG 3&4 CSW Pump 1 200A MCC ME22.2 Engine Room 7A Starter 6.2 DG 3&4 FO Supply Pump 2
16A DG3 Crane Plant 16A DG4 Crane Plant 50A
200A MCC ME22.1 Engine Room 21.4A starter 6.1 DG3 Pre LO Pump 200A MCC ME21.2 Engine Room 7A Starter 6.3 DG 3&4 FO Booster Pump 2
16A Spare 16A Non-Pot Water Pump 2
200A MCC ME21.1 Engine Room 7A Starter 6.2 DG 3&4 FO Supply Pump 1 690/ 125A Spare 7A Str 6.4 DO Supply Pump 2 (Em Feed)
16A ECR Ups Unit 16A Spare
125A Hi-Fog Unit 7A Starter 6.3 DG 3&4 FO Booster Pump 1 400V 100A Boiler Plant 2 7A Starter 6.5 DO Transfer Pump 690/440V
100A Sprinkler Pump 1 7A Starter 6.4 DO Supply Pump 1 16A Feed Water Transfer Pump 120kVA 100A Spare 1.4A Starter 6.6 Gen 4 DE Brg LO Pump 50kVA
63A Start Air Compressor 1 1.4A Starter 6.5 Gen 3 DE Brg LO Pump 16A Clean LO Transfer Pump 63A Start Air Compressor 2 7A Starter 8.1 Boiler FO Supply Pump 16A CFW Transfer Pump
63A Working/Control Air Compressor 1 16.2A Starter 8.1 Grey Water Disch. Pump 1 16A Grey Water Pumps 17&18 63A Working/Control Air Compressor 2 48A Starter 8.2 Boiler Feedwater Pump 2 16A Dirty LO Transfer Pump
100A Spare 23A Starter 8.2 Bilge/Ballast Pump 2 16A Spare 80A Sprinkler Pump 2 13A Starter 8.3 EGB 3 Circ. Pump 16A Grey Water Pumps 19&20
300A Provision Cooling Plant 1 8.4A B/B Pump 2 Priming Unit 10A Generator 3 Space Heater 300A Provision Cooling Plant 2 13A Starter 8.4 EGB 4 Circ. Pump 25A Sewage Unit 3
63A Premag. Port PEM TRS 2.2 23A Starter 8.3 Heeling Pump 2 63A Premag. Stbd PEM TRS 1.2 16.2A Starter 8.5 Grey Water Disch. Pump 2 10A Generator 4 Space Heater
250A Port PEM Excitation TRS 2 39.3A Starter 9.1 HP Fan VE.03.5.03 Compt 12 230V Distribution 250A Stbd PEM Excitation TRS 1 23A Starter 8.6 Bilge/Ballast Pump 3
160A MCC Incinerator 1 19.1A Starter 9.2 Aux. Cons. 2 LT CFW Pump 80A Lighting Dist. L0104/02 160A MCC Incinerator 2 8.4A B/B Pump 3 Priming Unit 440V Distribution
125A Spare 16.2A Starter 9.3 Aux. Cons. 2 CSW Pump 100A Em. AC Comp. ECR&MSB Rms 39A Str 9.1 HP Fan VE.03.5.04 Compt 12 25A Welding Skt MSB&Conv. Rm
100A Steering Gear Port 19.1A Starter 10.1 Fan VE.05.5.01 Compt 10 100A Steering Gear Stbd 21.4A HFO Transfer Pump 2 25A Welding Skt Garbage Rm Dk3
33A Starter 10.2 Fan VE.07.5.01 Compt 11 100A Spare 19.1A Str 10.1 Fan VE.05.5.02 Compt 10 25A Welding Skt Compt 12 Dk1-3
100A Spare 80A Lighting Dist. L0105/01
33A Starter 10.3 Fan VE.07.5.03 Compt 13 63A Stbd Propulsion Converter 1 33A Str 10.2 Fan VE.07.5.02 Compt 11 25A Welding Skt AC Wkshop Dk4
50A Port Propulsion Converter 2 80A Lighting Dist. L0106/04
1.9A Str 5.1 DG 3&4 Noz. Clg Pump 2 33A Str 10.3 Fan VE.07.5.04 Compt 12 25A Welding Skt Wkshop Dk3 Z5
1.9A Str. 5.1 DG 3&4 Noz. Clg Pump 1 19.1A Starter 10.4 Fan VE.05.5.03 Compt 13 80A Lighting Dist. L0205/04
39A Str 5.2 DG 3&4 HT CFW Pump 2 9.4A Str 10.4 Fan VE.05.5.04 Compt 13 25A Welding Skt Hotel Workshop
19A Nozzle Unit Heater 25A Starter 10.5 Fan VE.05.5.05 Compt 14 80A Lighting Dist. L0405/02
77A Str 5.3 DG 3&4 LT CFW Pump 2 25A Welding Skt Welding Shop Dk3
80A Spare 125A Workshop Distribution
32A Trace Htg HFO System 125A Spare
32A Spare 125A Spare
Issue: First Illustration 3.9a Engine Room Distribution ME10.1 ME10.2 ME20.1 ME20.2
Illustration 3.9b Engine Room Distribution ME21.1 ME21.2 ME11 ME12 ME22
Engine Room Switchboard ME21.1 Transfer Link Engine Room Switchboard ME21.2
Feed From Located: Centre Stbd PEM Room Located: Centre Port PEM Room Feed From
To/From
ME 20.1 Compartment 14 Compartment 14 ME 20.2
ME 21.2
14A Starter 2.1 Port PEM Cooling Fan 1 14A Starter 2.1 Stbd PEM Cooling Fan 1
14A Starter 2.2 Port PEM Cooling Fan 3 14A Starter 2.2 Stbd PEM Cooling Fan 3
4.8A Starter 2.3 Port PEM TRS 2.1 Fan 1 4.8A Starter 2.3 Stbd PEM TRS 1.1 Fan 1
4.8A Starter 2.4 Port PEM TRS 2.1 Fan 2 10A Stbd PEM TRS 2.2 Heater 4.8A Starter 2.4 Stbd PEM TRS 1.1 Fan 2
4.8A Starter 2.5 Port PEM TRS 2.2 Fan 1 10A Port PEM Space Heater 4.8A Starter 2.5 Stbd PEM TRS 1.2 Fan 1 10A Port PEM TRS 1.2 Heater
4.8A Starter 2.6 Port PEM TRS 2.2 Fan 2 4.8A Starter 2.6 Stbd PEM TRS 1.2 Fan 2 10A Stbd PEM Space Heater
2.5A Starter 3.1 Port PEM DE Jack Up Pump 1 10A Port PEM TRS 2.1 Heater 2.5A Starter 3.1 Stbd PEM DE Jack Up Pump 1
2.5A Starter 3.2 Port PEM NDE Jack Up Pump 3 10A Port PEM TRS 2.2 Heater 2.5A Starter 3.2 Stbd PEM NDE Jack Up Pump 3 10A Stbd PEM TRS 1.1 Heater
2.5A Starter 3.3 Stbd PEM DE Jack Up Pump 2 Em. Feed 2.5A Starter 3.3 Port PEM DE Jack Up Pump 2 Em. Feed 10A Stbd PEM TRS 1.2 Heater
10A Stbd PEM TRS 2.1 Heater
2.5A Starter 3.4 Stbd PEM NDE Jack Up Pump 4 Em. Feed 2.5A Starter 3.4 Port PEM NDE Jack Up Pump 4 Em. Feed 10A Port PEM TRS 1.1 Heater
14A Starter 4.1 Stbd PEM Cooling Fan 2 14A Starter 4.1 Port PEM Cooling Fan 2
20A Spare
14A Starter 4.2 Stbd PEM Cooling Fan 4 14A Starter 4.2 Port PEM Cooling Fan 4 20A Spare
20A Spare
4.8A Starter 4.3 Stbd PEM TRS 2.1 Fan 1 4.8A Starter 4.3 Port PEM TRS 1.1 Fan 1 20A Spare
20A Spare
4.8A Starter 4.4 Stbd PEM TRS 2.1 Fan 2 4.8A Starter 4.4 Port PEM TRS 1.1 Fan 2 20A Spare
20A Spare
4.8A Starter 4.5 Stbd PEM TRS 2.2 Fan 1 4.8A Starter 4.5 Port PEM TRS 1.2 Fan 1 20A Coalescer Oily Bilge Separator
Shaft Turning Gear Port
4.8A Starter 4.6 Stbd PEM TRS 2.2 Fan 2 4.8A Starter 4.6 Port PEM TRS 1.2 Fan 2 16A Shaft Turning Gear Stbd
25A Port PEM Thrust Bearing Pump 1 25A Stbd PEM Thrust Bearing Pump 1
25A Spare 25A Spare
Feed From Engine Room Switchboard ME11 Feed From Feed From Engine Room Switchboard ME12 Feed From
ME 10.1 Located: Compartment 7 ME 10.2 ME 10.1 Located: Compartment 9 ME 10.2
Link (12.1) Link (12.2)
11.5A Starter 2.1 Non-Pot. Water Pump 1 11.5A Starter 4.1 Non-Pot. Water Pump 2 19.1A Starter 2.1 Riviera Pool Fill Pump 19.1A Starter 4.1 Crystal Pool Fill Pump
11.5A Starter 2.2 Hot Pot. Water Pump 1 11.5A Starter 4.2 Hot Pot. Water Pump 2 8.4A Starter 2.2 Terrace Pool Fill Pump 8.4A Starter 4.2 Crew Pool Fill Pump
58A Starter 2.3 Potable Water Pump 1 58A Starter 4.3 Potable Water Pump 2 15.6A Starter 2.3 Fire Topping Up Pump 23A Starter 4.3 Heeling Pump 1
58A Starter 2.4 Potable Water Pump 3 2.1A Starter 4.4 Fan VS 01.3.01 Compt. 7 23A Starter 2.4 Fan VE 01.4.01 Compt 9 8.4A Starter 4.4 Sprinkler Topping Up Pump
2.1A Starter 4.4 Fan VE 01.3.01 Compt. 7 40A Starter 2.5 Jacuzzi 1 Control Panel 6.2A Starter 4.5 Spare
40A Starter 2.6 Jacuzzi 3 Control Panel 40A Starter 4.6 Jacuzzi 2 Control Panel
40A Vacuum Unit 1
40A HP Pump Unit
18A Grey Water Pumps 5&6 18A Grey Water Pumps 7&8
18A Grey Water Pumps 25&26 18A Laundry Water Pumps 3&4
13A Spare 13A Spare
13A Spare 13A Spare 16A Grey Water Pumps 9&10 16A Grey Water Pumps 11&12
18A Passenger Pool 1 Control Panel 18A Passenger Pool 2 Control Panel
16A Spare 16A Spare
10A Spare 10A Spare
Feed From Engine Room Switchboard ME22 Feed From
25A AC Compressor 1 Control Panel 25A AC Compressor 3 Control Panel
ME 20.1 Located: Compartment 15 ME 20.2
25A AC Compressor 2 Control Panel 16A Refrigeration Leak Detection System
Link 25A AC Compressor Sequence Panel 16A AC Service Compressor
10A Spare 10A Spare
8.4A Starter 2.1 Piston Oily Bilge Pump 1 40A Vacuum Unit 4
8.4A Starter 2.2 Piston Oily Bilge Pump 2 40A Jacuzzi 4 Control Panel
8.4A Starter 2.3 Sludge Oil Pump 1 40A Spare
8.4A Starter 2.4 Sludge Oil Pump 2 40A Spare
8.4A Starter 2.5 Waste Oil Pump 40A Spare
40A Spare 40A Spare
20A Pulper Water Pumps 1&2 Key

20A Grey Water Pumps 21&22
20A Galley Water Pumps 1&2 20A Oily Bilge Separator Unit
690 V
10A Stern Tube LO Filling Pump 10A Pool 3 Clean Water Pump
10A Spare 13A Socket Deck 2 Compt 15
20A Paddling Pool Control Panel
20A Spare
10A Passenger Pool 3 Control Panel
10A Spare
Issue: First Illustration 3.9b Engine Room Distribution ME21.1 ME21.2 ME11 ME12 ME22
Illustration 3.9c Engine Room Distribution ME23 ME24
Engine Room Switchboard ME23 Transfer Link Engine Room Switchboard ME24
Feed From Located: Deck 13 Zone 5 Located: Deck 13 Zone 5 Feed From
To/From
ME 20.1 Port Side of Funnel Base Stbd Side of Funnel Base ME 20.2
ME 23/24
32A Starter 2.1 Fan VS 12.5.01 Compt 10 25A Starter 2.1 Fan VS 13.4.01 Compt 9
79A Starter 2.2 Fan VS 12.5.04 Compt 11 79A Starter 2.2 Fan VS 12.5.05 Compt 11
79A Starter 2.3 Fan VS 12.5.08 Compt 12 79A Starter 2.3 Fan VS 12.5.09 Compt 12 690/440V
23A Starter 2.4 Fan VS 12.5.12 Compt 14 690/440V 19.1A Starter 2.4 Fan VS 12.5.10 Compt 13
12.8A Starter 2.5 Fan VS 13.6.01 Compt 15 12.8A Starter 2.5 Fan VE 13.6.01 Compt 15
16A Spare 16A Spare
16A Spare 16A Spare
16A Spare 16A Spare 52A Fan VS 12.5.03 Compt 11
16A Spare 52A Fan VS 12.5.02 Compt 11 16A Spare
52A Fan VS 12.5.07 Compt 12

Key
690 V
230V
400 V
Issue: First Illustration 3.9c Engine Room Distribution ME23 ME24

Illustration 3.10a Galley Distribution GD10 Ring Line From MD40 Ring Line From MD50
M M Key
L: Normal Feeds Lighting, sockets etc
TRS 1 TRS 2 Galley Substation GD10 6.600V B: Battery Feeding
Galley Substation GD10
Located Deck 5 Stbd Aft 6600V 6600V Located Deck 5 Stbd Aft G: Galley Consumer Feeds
Crew Mess 1.5MVA 1.5MVA Crew Mess 450 V R: Small Busbar System Feeds
3A20 GD15 Feed 1 320A

2A20 GD13 Feed 1 160A 450V 450V
2Q5 GD15 Feed 2 100A
2Q4 GD13 Feed 2 160A
2Q3 GD11 160A Link 8Q3 GD12 200A
Normally 8Q4 GD16 Feed 1 160A
6Q1 6A Spare
2Q7 100A Deck Oven Sveba Dahlen Open 8Q5 GD14 Feed 1 125A
4Q50 16A Water Boiler Animo 6Q2 25A Dishwasher Hobart
2Q6 100A Spare 4Q49 16A Spare 6Q3 16A Spare 8Q6 100A Tempering system: Amana
4Q48 25A Pulper O4 6Q4 16A Spare 8Q7 40A Range: Elro
1Q24 40A Spare
4Q47 16A Dishwasher: Undercounter Hobart 6Q5 16A Spare 7A20 GD14 Feed 2 160A
1Q23 40A Spare
4Q46 25A Pulper O2 6Q6 25A Pulper O7 8A20 GD16 Feed 2 200A
1Q22 40A Double Broiler Lang 5F8
1Q21 40A Double Broiler Lang 4Q45 25A Flight Dishwasher Hobart 6Q7 16A Bun Divider/Rounder
5F6 100A 7Q3 63A Range: Elro
1Q20 63A Spare 4Q44 25A Spare 6Q8 16A Water Boiler Animo
100A 7Q4 40A Doble Broiler Lang
1Q19 63A Range: Elro 4Q43 25A Dishwasher Hobart
6Q9 32A Spare 7Q5 40A Spare
1Q18 63A Range: Elro 6Q10 25A Dishwasher Hobart
4Q42 16A Water Boiler Animo 7Q6 32A Deep Fat Fryer
4Q41 16A Spare 7Q7 32A Flat Griddle Elro
1Q16 100A Spare 6Q12 16A Veal Cutter Mixer Hobart
4Q40 25A Pulper O5 7Q8 25A Tilting pan Elro
1Q15 100A Combi Oven Convostar 6Q13 16A Spare
4Q39 16A Dough Sheeter/Cutter 7A10 7Q9 100A Combi Oven Convostar
1Q14 100A Combi Oven Convostar 6Q14 25A Pulper O3 6Q9
4Q38 16A Spare 5F9 100A 7Q10 25A Spare
1Q13 100A Combi Oven Convostar 6Q15 16A Spare
4Q37 25A Flight Dishwasher Hobart 100A 7Q11 16A Spare
5F5 6Q16 16A Water Boiler Animo
1Q12 25A Spare 4Q36 25A Spare 7Q12 100A Deck Oven Sveba Dahlen
2F3 100A
1Q11 25A Tilting Pan Elro 4Q35 25A Dishwasher Hobart 6Q17 25A Spare
100A
1Q10 32A Deep Fat Fryer 6Q18 25A Dishwasher Hobart 4Q9 2000A Shore Connection Stbd
1Q9 32A Deep Fat Fryer 4Q34 16A Water Boiler Animo 6Q19 16A Spare
4Q33 16A Coffee Machine Vitality 8A10
6Q20 16A Veal Cutter Mixer Hobart
1Q8 25A Tilting Pan Elro 4Q32 25A Pulper O6 100A
2F2 6Q21 16A Spare 9Q1 32A Deep Fat Fryer
100A 1Q7 32A Flat Griddle Elro 4Q31 16A Spare 6Q22 16A Espresso Machine 9Q2 32A Deep Fat Fryer
5F10
1Q6 32A Grooved Griddle Elro 4Q30 V16A Roll-in Blast Chiller 6Q23 16A Spare 9Q3 25A Tilting pan Elro
100A
1Q5 32A Deep Fat Fryer 4Q29 25A Spare 6Q24 16A Coffee Machine Vitality 9Q4 25A Tilting pan Elro
5F4
4Q28 25A Coffee Machine 8F1 9Q5 16A Spare
100A 6Q25 25A 450V Sockets Deck 4
1Q4 25A Tilting Pan Elro 4Q27 32A Spare 100A 9Q6 16A Spare
1Q3 32A Flat Griddle Elro 6Q26 25A Spare
2A10 2F1 1Q2 32A Grooved Griddle Elro 6Q27 16A Mixer Hobart
4Q26 16A Water Boiler Animo 9Q7 32A Spare
1000A 100A 1Q1 32A Deep Fat Fryer 6Q28 16A Spare
4Q25 16A Spare 9Q8 32A Deep Fat Fryer
6Q29 16A Spare
4Q24 16A Spare 9Q9 25A Tilting pan Elro
6Q30 16A Espresso Machine
4Q23 16A Roll-in Blast Chiller 5F11 9Q10 25A Tilting pan Elro
3Q14 100A Deck Oven Sveba Dahlen 6Q31 16A Spare 8F2
4Q22 16A Roll-in Blast Chiller 100A 9Q11 25A Spare
6Q32 16A Automatic Rack Dishwasher 100A
3Q13 2000A Port Shore Connection 4Q21 25A Spare 9Q12 16A Spare
5F3 4Q20 25A Deck 4 450V Socket 6Q33 25A 450V Sockets Deck 5
3Q12 16A Spare 100A 4Q19 32A Spare 9Q13 32A Deep Fat Fryer
6Q34 25A Spare
3Q11 100A Combi Oven Convostar 9Q14 32A Deep Fat Fryer
6Q35 16A Dishwasher: Undercounter Hobart
3Q10 16A Spare 9Q15 25A Flat Griddle Elro
4Q18 16A Water Boiler Animo 6Q36 16A Spare
3Q9 25A Spare 9Q16 25A GroovedGriddle Elro
4Q17 16A Spare 6Q37 16A Coffee Machine Vitality
3Q8 25A Tilting Pan Elro 8F3 9Q17 25A Spare
4Q16 16A Roll-in Blast Chiller 6Q38 16A Espresso Machine
3Q7 32A Flat Griddle Elro 5F12 100A
3Q6 32A Deep Fat Fryer 100A
4Q14 16A Spare 6Q40 16A Automatic Rack Dishwasher
3Q5 40A Spare 9Q18 100A Combi Oven Convostar
5F2 4Q13 25A Spare
3A10 3Q4 63A Spare 6Q41 25A Spare 9Q19 100A Combi Oven Convostar
100A 4Q12 25A Deck 5 450V Socket
250A 3Q3 63A Range: Elro 6Q42 16A Spare 9Q20 100A Combi Oven Convostar
4Q11 32A Pulper O1
3Q2 100A Combi Oven Convostar 6Q43 16A Dishwasher: Undercounter Hobart 9Q21 100A Combi Oven Convostar
4Q10 16A Pot Washing Machine
4Q58 16A Meat Grinder Hobart 6Q45 16A Water Boiler Animo 9Q23 100A Spare
4Q9 16A Pot Washing Machine: Metal
4Q57 16A Coffee Machine Cafemat 6Q46 16A Spare 9Q24 63A Range: Elro
4Q8 16A Mixer Hobart
4Q56 25A Pulper O2 6Q47 16A Dough Mixer Eberhardt 9Q25 63A Range: Elro
4Q7 16A Coffee Machine Cafemat 5F13
4Q55 16A Dishwasher: Undercounter Hobart 6Q48 16A Flight Dishwasher Hobart 9Q26 40A Spare
4Q6 16A Water Boiler Animo 100A
4Q54 16A Spare 6Q49 16A Spare 9Q27 40A Spare
4Q5 16A Roll-in Blast Chiller
4Q53 25A Spare 6Q50 16A Potwash Machine 9Q28 40A Double Broiler Lang
5F7 4Q4 16A Espresso Machine
4Q52 25A Coffee Machine 5F14 6Q51 16A Butchers Meat Saw 9Q29 40A Double Broiler Lang
100A 4Q3 16A Spare
4Q51 25A Spare 5F1 100A 6Q52 16A Spare 9Q30 40A Spare
4Q2 16A Spare
100A 6Q53 16A Roll-in Blastchiller 9Q31 40A Spare
4Q1 16A Roll-in Blast Chiller
9Q32 63A Spare
Issue: First Illustration 3.10a Galley Distribution GD10

Illustration 3.10b Galley Distribution GD11 GD12 GD13 GD 14 GD15 GD16
Fed GD11 Fed GD12 Fed Fed GD13 Fed Fed GD14
From From From From From From
GD10 Located Deck 4 GD10 Located Deck 4 GD10 GD10 Located Deck 10 GD10 GD10 Located Deck 9
2Q3 Stbd of Forward Service Lifts 8Q3 Inside Substation MD30 2A20 2Q4 In Hotel Locker 7A20 8Q5 In Hotel Locker
Port Side of Mid Service Lifts Port Side of Aft Service Lifts
25A Dishwasher Hobart Anderson's Pantry 25A Dishwasher Hobart Anderson's Pantry 25A Dishwasher Hobart Sidewalk Cafe Pantry 25A Dishwasher Hobart Cafe Bordeaux Galley
25A Sockets 25A Dishwasher Hobart Crows Nest Pantry 25A Sockets 25A Sockets Decks 8-9 Zones 6-7 Port
25A Sockets 25A Sockets 25A Sockets 25A Sockets Decks 7-9 Zones 6-7 Stbd
25A Spare 25A Sockets 25A Spare 25A Spare
22A Water Boiler Officer's Pantry 25A Spare 17A Espresso Machine Raffles Bar Counter 25A Espresso Machine Cafe Bordeaux Counter
22A Undercounter Dishwasher Hobart 25A Spare 17A Water Boiler Raffles Bar Pantry 17A Espresso Machine Cafe Bordeaux Galley
Officer's Pantry 22A Water Boiler Cabin Service Pantry 17A Undercounter Dishwasher Hobart Raffles Bar Pantry 17A Spare
22A Spare 22A Undercounter Dishwasher Hobart Cabin Service Pantry 17A Water Boiler Cabin Service Pantry 17A Undercounter Dishwasher Cafe Bordeaux Galley
22A Undercounter Dishwasher Hobart 22A Water Boiler Cabin Service Pantry 17A Undercounter Dishwasher Hobart Cabin Service Pantry 17A Coffee Machine Cafe Bordeaux Counter
Hospital Pantry 22A Undercounter Dishwasher Hobart Cabin Service Pantry 17A Water Boiler Cabin Service Pantry 17A Pulper 08 Cafe Bordeaux Galley
22A Water Boiler Cabin Service Pantry 22A Water Boiler Cabin Service Pantry 17A Undercounter Dishwasher Hobart Cabin Service Pantry 17A Water Boiler Terrace Bar Pantry
22A Undercounter Dishwasher Hobart 22A Undercounter Dishwasher Hobart Cabin Service Pantry 17A Pulper 11 Sidewalk Cafe Pantry 17A Water Boiler Cabin Service Pantry
Cabin Service Pantry 22A Water Boiler Cabin Service Pantry 17A Spare 17A Undercounter Dishwasher Hobart Cabin Service Pantry
22A Water Boiler Cabin Service Pantry 22A Water Boiler Cabin Service Pantry 17A Spare 17A Spare
22A Undercounter Dishwasher Hobart 22A Water Boiler Cabin Service Pantry 17A Spare 17A Spare
Cabin Service Pantry 22A Spare 17A Spare 17A Spare
22A Water Boiler Anderson's Pantry 22A Undercounter Dishwasher Hobart Cabin Service Pantry 17A Spare 17A Spare
22A Spare 22A Undercounter Dishwasher Hobart Captain's Pantry 17A Spare 17A Spare
22A Spare 22A Water Boiler Riviera Bar Pantry 17A Spare 17A Spare
22A Spare 22A Coffee Machine Captain's Pantry 17A Spare 17A Spare
22A Spare
22A Spare 17A Salamander Sidewalk Cafe Counter 17A Salamander Cafe Bordeaux Galley
22A Spare 17A French Fry Heater Sidewalk Cafe Counter 17A Braising Pan Cafe Bordeaux Galley
22A Spare 17A French Fry Heater Sidewalk Cafe Counter 25A Spare
Fed Fed GD15 22A Spare 17A Spare 25A Combi Oven Cafe Bordeaux Galley
From From 25A Conveyor Oven Sidewalk Cafe Counter 32A Spare
GD10 GD10 Located Deck 10 25A Flat Grill Sidewalk Cafe Counter 32A Flat Grooved Grill Cafe Bordeaux Galley
3A20 2Q5 In Hotel Locker 25A Flat Grill Sidewalk Cafe Counter 32A Deep Fat Fryer Cafe Bordeaux Galley
Port Side of Aft Service Lifts Fed Fed GD16 25A Fryer Rofry Sidewalk Cafe Counter 32A Deep Fat Fryer Cafe Bordeaux Galley
From From 25A Fryer Rofry Sidewalk Cafe Counter 40A Range Elro Cafe Bordeaux Galley
GD10 GD10 Located Deck 12 Zone 6
25A Dishwasher Hobart Bell Box Galley 8A20 8Q4 In Hotel Store Stbd Side
25A Sockets Deck 10 Zones 6-7 Opposite Orangery Cold Store
25A Spare
25A Spare
17A Coffee Machine Bell Box Galley 40A Coffee Machine Orangery Galley
17A Water Boiler Bell Box Galley 40A Coffee Machine Orangery Galley
17A Spare 40A Coffee Machine Orangery Galley
17A Pot Wash Machine Bell Box Galley 40A Coffee Machine Orangery Galley
17A Vertical Cutter/Mixer Machine Bell Box Galley 40A Spare
17A Pulper 09 Bell Box Galley 17A Undercounter Dishwasher Pennant Bar Pantry
17A Spare 25A Sockets Deck 12 Zones 4-7
17A Spare 17A Spare
17A Spare 17A Water Boiler Cabin Service Pantry
17A Spare 17A Undercounter Dishwasher Cabin Service Pantry
17A Spare 17A Flight Dishwasher Orangery Galley
17A Holding Oven Bell Box Galley 17A Auto Rack Dishwasher Orangery Galley
17A Spare
17A Salamander Bell Box Galley 17A Pulper 10 Orangery Galley
25A Spare 17A Spare
25A Spare 17A Water Boiler Pennant Bar Pantry
25A Spare
32A Tilting Pressure Pan Bell Box Galley 17A Salamander Orangery Galley
32A Tilting Pressure Pan Bell Box Galley 17A Spare
32A Grooved Griddle Elro Bell Box Galley 17A Induction Wok Orangery Galley
32A Flat Griddle Elro Bell Box Galley 17A Induction Wok Orangery Galley
32A Deep Fat Fryer Bell Box Galley 25A Spare
32A Deep Fat Fryer Bell Box Galley 32A Flat Grill Elro Orangery Galley
40A Range Elro Bell Box Galley 32A Flat Grill Elro Orangery Galley
40A Range Elro Bell Box Galley 32A Spare
32A Deep Fat Fryer Orangery Galley Key
100A Combi Oven Bell Box Galley
100A Combi Oven Bell Box Galley 32A Deep Fat Fryer Orangery Galley
100A Combi Oven Orangery Galley 450 V
Issue: First Illustration 3.10b Galley Distribution GD11 GD12 GD13 GD14 GD15 GD16
Illustration 3.11a Laundry Distribution LD10
Laundry Switchboard LD10

Feed From Located: Deck 1 Zone 2
MD20 Laundry Entrance
45A Passat Setra Two Roll Ironer 20A 35kG Primus Washer Extractor 2
45A Aquatex Washer 20A Spare
45A Aquatex Dryer 20A Spare
690/440V 45A Spare 20A Sockets
150kVA 32A 135kG Washer Extractor 1 20A Sockets
32A 135kG Washer Extractor 2 20A Sockets
32A Spare 11A Rema Vacuum Unit
32A Spare 11A Camptel Rotary Cabinet
20A Kent Tumble Dryer 1 11A Cissel Ironing Table
20A Kent Tumble Dryer 2 11A Cissel Trouser Topper
20A Kent Tumble Dryer 3 11A Weir Foldmaker
20A Kent Tumble Dryer 4 11A Spare
20A Kent Tumble Dryer 5 11A Spare
20A 35kG Primus Washer Extractor 1 11A Spare
Laundry Distribution board LD102.01

Located: Deck 1 Zone 2
01 Lighting, valet room 10 A 17 Ironing table 16 A

02 Lighting, valet room 10 A 18 Maytag washer 16 A
03 Spare 10 A 19 Spare 16 A
04 Lighting, staircase & grey water room 10 A 20 Spare 16 A
06 Spare 10 A 22 Maytag dryer 25 A
07 Spare 10 A
08 Body press 10 A 31 Socket: Drinking water dispenser 16 A
09 C&Y press 10 A 32 Sockets: Valet room 16 A
10 Sleeve Press 10 A 33 Sockets: Valet room 16 A
11 Body former 10 A 34 Spare 16 A
12 Polybagger 10 A 35 Spare 16 A
14 Spare 10 A
15 Marking machine 16 A
16 Ironing table 16 A
Key
690 V
450V
230 V
Issue: First Illustration 3.11a Laundry Distribution LD10

Illustration 3.12a ECR Bridge Communication Centre UPS Distribution
Hotel Computer UPS Distriubution Bridge Nautical Consumers 230V UPS Distriubution
Located: Comms Centre Deck 5 Zone 3 Located: UPS Locker Stbd Bridge Deck 12
Emergency Inverter Main Emer. Inverter

Feed E10 10Q8 Unit Feed E10 10Q6 Unit
16A Least Cost Router 10A Multipilot 1 - Bridge Elec. Locker 10A SMS Workstation 4 - Stbd Console
16A Inmarsat B, MF HF VHF Comm. Unit 10A DGPS 1- Stbd Console 10A SMS Workstation 1- Safety Centre
16A Scandisplay System 10A DGPS 2 - Stbd Console 10A IMACs Monitor Switchbox
16A Telephone System Manager 16A Chartpilot - Chart Room 10A Spare
16A CCTV Rack 16A Conning Pilot Monitors - Bridge Wings 10A SMS Interface PC 2 - Safety Centre
16A VHF Pager Rack 10A Trackpilot Electronics Unit - Elec Lkr 10A IMACs Workstation 10 - Safety Centre
Backup Backup
16A Satcom, Comm.s Centre 16A Multipilot Monitors - Bridge 10A IMACs Server - Safety Centre
Battery Battery
16A BCC Console 10A Multipilot II Electronics Unit - Elec Lkr 10A IMACs Workstation 12 - Stbd Console
16A BCC Racks 11 and 12 10A Multipilot III Electronics Unit - Elec Lkr 16A Propulsion System - Elec Lkr
16A BCC Racks 9 and 10 16A Watertight Door System - Safety Centre 16A Propulsion System - Elec Lkr
16A TV Antenna 16A Emer. WTD Rem. Control System - Elec Lkr 10A CCTV System - Bridge Wings
16A BCC Racks 5 and 7 10A Rudder Angle Indicator System - Port 10A CCTV System - Bridge
16A Computer Hub Zone 2 10A Rudder Angle Indicator System - Stbd 10A CCTV System Matrix - Elec Lkr
16A Computer Hub Zone 6 10A C Plath Autopilot - Steering Stand 10A Spare
16A Sockets Secretariat 16A Inmarsat B System - Safety Centre 16A Fire Central Unit - Elec Lkr
16A Sockets Secretariat, Accomm. , Safe Room 20A GMDSS Console - Feed II 16A Fire Doors Power Supply - Elec Lkr
16A Sockets Reception 16A Scandisplay Computer - Chart Room
16A Sockets PS Purser, BSM 16A Master Clock - Chart Room
16A Sockets BSM, AP, IT Offices 10A Fog Gyro Interface - Elec Lkr
16A Sockets Computer Racks 1 and 2 10A Autopilot II Switchover Unit - Elec Lkr
16A Sockets Computer Racks 1 and 2
16A Sockets Computer Racks 3 and 4 Key
16A Socket Computer Printer
16A Sockets, P.A. Centre 230V
16A Sockets, P.A. Centre
16A Sockets Computer Printer Reception 400 V
16A Socket Telephone Paging
400 V
ECR UPS Distribution
Located: ECR Deck 4

Engine Control Room E04/05/04 230V Distriubution Engine Control Room S04/05/02 230V Distriubution
Located: ECR Deck 4 Zone 5 Located: ECR Deck 4 Zone 5 Emergency Inverter
Feed E10 3Q2 Unit
Main Emer.
Main Emer.
Feed E10 9Q12
Feed E10 8Q3 16A Local Control Panel
1) 10A Emergency Lighting ECR 1) 10A Safeguard Lighting ECR Main Feed 16A ECR Propulsion Panel
2) 10A Spare 2) 10A Safeguard Lighting ECR Corridor 20.1 4Q05 16A Remote Control MCC Station 5.1
3) 10A Spare 3) 10A Lips Monitor ECR 16A Remote Control MCC Station 5.2
4) 10A Spare 4) 10A Workstation 1 Lifts 16A Remote Control MCC Station 6.1
5) 10A Spare 5) 10A Workstation 2 Lifts 16A Remote Control MCC Station 6.2
Backup
6) 10A Process Station ESD 5.1 6) 10A Safeguard Feed Lift Intercom System 16A Remote Control MCC Station 7.0
Battery
7) 10A SMS Workstation 7 7) 10A Safeguard Feed Lift Printer 16A Remote Control MCC Station 5.0
8) 10A Low Location Power Pack EK 0202 8) 10A Safeguard Feed CCTV Monitors ECR 16A Remote Control MCC Station 6.0
9) 16A IMACs UPS 1 ECR Console 9) 10A IMACs Workstation 5 ECR 16A Stabiliser System
10) 16A IMACs P2.0 10) 10A IMACs Workstation 8 Eng Office 10A Remote Control MCC Station 2.0
11) 16A Spare 11) 10A IMACs Workstation 9 Mn Fire Station 10A Remote Control MCC Station 2.1
12) 10A IMACs P2.1 12) 10A Safeguard Feed IMACs/SMS Printers 10A Remote Control MCC Station 3.0
13) 16A IMACs P4.0 13) 10A Safeguard Feed SMS Workstation 5 10A Remote Control MCC Station 3.1
14) 16A ECR Console Sockets 14) 10A Safeguard Feed PCD Monitor ECR 10A Remote Control MCC Station 4.0
15) 10A IMACs P15.3 15) 10A ECR Lock System 10A Remote Control MCC Station 4.1
16) 16A Spare 16) 16A ECR Console UPS 1 20A Spare
17) 10A Speed Control DG1 17) 10A Spare 20A Spare
18) 10A Speed Control DG3 18) 10A Spare 20A Spare
19) 16A Spare 19) 10A Spare 20A Spare
20) 16A Spare 20) 10A Telephone Relay Box Deck 3
Issue: First Illustration 3.12a ECR Bridge Communication Centre UPS Distribution
Illustration 3.12b Miscellaneous Distribution
Power Distribution WD10 Power Distribution WD11 Power Distribution WD12 Power Distribution WD21 Power Distribution WD22
Engine Heavy Workshop Plumbers Workshop Equipment Carpenters Workshop Trolley Charging Trolley Charging
Located in Heavy Workshop Located in Plumbers Workshop Located in Carpenters Workshop Located in Stores Area Located in Stores Area
Compt 13 Deck 1 Zone 1 Deck 4 Zone 6 Deck 3 Zone 6 Deck 3
Feed From Feed From Feed From Feed From
GD11 GD11 MT10 MT10
Lathe
Welding Sockets Workshop
Welding Sockets Deck 1 Compt 13 1Q1 10A Drilling Machine 10A Drilling Machine 1Q1 16A Socket 1 Battery Charger 1Q1 16A Socket 1 Battery Charger
Welding Sockets Deck 1 Compt 14 1Q2 10A Band Saw 10A Milling Machine 1Q2 16A Socket 2 Battery Charger 1Q2 16A Socket 2 Battery Charger
Welding Sockets Waste Room 1Q3 10A Grinding Machine 10A Grinding Machine 1Q3 16A Socket 3 Battery Charger 1Q3 16A Socket 3 Battery Charger
Welding Sockets Deck 3 Compt 12 10A Drilling Machine (Bosun wkshop) 1Q4 16A Socket 4 Battery Charger 1Q4 16A Socket 4 Battery Charger
Drilling Machine Deck 3 10A Grinding Machine (Bosun wkshop) 1Q5 16A Socket 5 Battery Charger
Cylinder Head valve Seat Grinder 10A Bandsaw
Electric Hacksaw 10A Socket for Vacuum Unit
Pedestal Buffing Machine
Milling Machine
Head Drilling Machine
Electric Grinder
Lathe
Grinding Machine
Drilling Machine Elec workshop
Grinding Machine Elec workshop
Grinding Machine Deck 2 Compt 15
Power Distribution MD55 Power Distribution MD56 Power Distribution MD57 Power Distribution MD66 Power Distribution MD67
Shell Doors Port Side Shell Doors Starboard Side Shell Doors Loading Plant: Port Loading Plant: Stbd
Located in Zone 5 Deck 4 Located in Zone 5 Deck 4 Located in Zone 5 Deck 4 Located in Zone 6 Port HPP Room Located in Zone 6 Stbd HPP Room
Aft of Tender Embarkation Platforms Aft of Tender Embarkation Platforms
Feed From Feed From Feed From Feed From Feed From
MD50 MD50 MD50 MD60 MD60
1Q1 16A Tender Door 1Q1 16A Tender Door 1Q1 16A Baggage Door Stbd 15A Starter Baggage Door Port 15A Starter Baggage Door Stbd
1Q2 16A Passenger Door 1Q2 16A Passenger Door 1Q2 16A Baggage Door Stbd 25A Loading Plant Port 25A Loading Plant Stbd
1Q3 16A Passenger Door 1Q3 16A Passenger Door 1Q3 16A Machinery Door 32A Loading Plant Port Starter 1 32A Loading Plant Stbd Starter 1
1Q4 16A Passenger Door 1Q4 16A Passenger Door 1Q4 16A Baggage Platform Stbd 32A Loading Plant Port Starter 2 32A Loading Plant Stbd Starter 2
1Q5 16A Tender Door 1Q5 16A Tender Door 25A Loading Plant Port Starter 3 25A Loading Plant Stbd Starter 3
1Q6 16A Tender Embark. Platform 1Q6 16A Tender Embark. Platform 25A Spare 25A Spare
1Q7 16A Tender Embark. Platform 1Q7 16A Tender Embark. Platform
Theatre Switchboard MD29

Feed From Located: Theatre Substation Deck 7 Zone 2
MD30
Feed From
160A Effect Rack No.2 L0702/33 MD20 160A Effect Rack No.1 L0702/31
160A Spare 160A Effect Rack No.3 L0702/35
125A Indep. Contactor Rack 2 L0702/43 125A Indep. Contactor Rack 1 L0702/41
32A Amplifier Rack 2 L0702/43 32A Amplifier Rack 1 L0702/21
32A Amplifier Rack 4 L0702/27 32A Amplifier Rack 3 L0702/25
32A Spare 32A Spare
Issue: First Illustration 3.12b Miscellaneous Distribution

Illustration 3.13a Air Conditioning/Ventilation Distribution Zones 1 and 2 Key
440V 690 V 24V
Feed From Air Conditioning Switchboard MD11 Feed From Air Conditioning Switchboard MD21
MD20 Located: AC Room 3.1 MD20 Located: AC Room 5.2
10A Spare 10A Spare

10A Spare 10A Spare
0.9A SS 03.1.01 18A AS 05.2.01 (high) 690/440V
0.9A ES 03.1.02 3.6A AS 05.2.01 (low)
12A AS 03.1.01 (low) 18A ES 05.2.01 (high)
12.8A AS 03.1.01 (high) 3.6A ES 05.2.01 (low)
9A ES 03.1.01 (high) 50A AC 05.2.01
3.3A ES 03.1.01 (low) 4.1A EC 05.2.01
13.6A RC 05.2.01
UPS Unit UPS Unit
Feed From Air

AirConditioning
ConditioningSwitchboard
SwitchboardMD22
MD22 Feed From AirConditioning
Air ConditioningSwitchboard
SwitchboardMD23
MD22
MD20 Located:
Located:AC
ACRoom
Room6.2
6.2 MD20 Located:AC
Located: ACRoom
Room8.2
6.2
10A Spare 10A Spare

10A Spare 690/440V 10A Spare 690/440V
12.2A EC 06.2.01 29A AP 08.2.01 (high)
5A EC 06.2.02 10A AP 08.2.01 (low)
8.7A EC 06.2.03 50A AC 06.2.01 12.2A EP 08.2.01 (high) 50A AC 08.2.01
5A AT 06.2.01 (high) 4A EP 08.2.01 (low)
2.1A AT 06.2.01 (low) 19A RC 05.2.01 12.2A EC 08.2.01 19A RC 08.2.01
2.6A ET 06.2.01 (high) 12.2A EC 08.2.02
1.1A ET 06.2.01 (low) 50A AP 06.2.01 50A AC 08.2.08
4.2A AT 06.2.02 (high)
1.82A AT 06.2.02 (low) 19A EP 08.2.02 19A RC 08.2.02
1.6A ET 06.2.02 (high)
0.67A ET 06.2.02 (low)
6A Spare
UPS Unit 6A Spare UPS Unit
Emer. Feed
E10
Feed From Air

AirConditioning
SwitchboardMD24
MD22 Feed From Air
AirConditioning
SwitchboardMD25
MD22
MD20 Located:
Located:AC
ACRoom
Room12.2
6.2 MD20 Located:
Located:AC
ACRoom
Room14.2
6.2
10A Spare 10A Spare

10A Spare 690/440V 10A Spare 690/440V
35A AP 14.2.01 (high)
8.7A EC 12.2.01 9A AP 14.2.01 (low)
50A AC 12.2.01 17A EP 14.2.01 (high) 50A AC 14.2.01
7A EP 14.2.01 (low)
19A RC 12.2.01 3.8A ES 14.2.01 19A RC 14.2.01
4.1A EC 14.2.01
5A EC 14.2.02
2.9A EC 14.2.03
UPS Unit
Issue: First Illustration 3.13a Air Conditioning/Ventilation Distribution Zones 1 and 2

Illustration 3.13b Air Conditioning/Ventilation Distribution Zones 3 and 4
Feed From Air
AirConditioning
SwitchboardMD31
MD22 Feed From Air
AirConditioning
SwitchboardMD32
MD22
MD30 Located:
Located:AC
ACRoom
Room6.3
6.2 MD30 Located:
Located:AC
ACRoom
Room9.3
6.2
10A Spare 10A Spare

10A Spare 690/440V 10A Spare 690/440V
8.7A AC 06.3.03 19A AP 08.3.01 (high)
5A EC 06.3.04 3.5A AP 08.3.01 (low)
29A AS 05.3.01 (high) 32A AC 06.3.01 6.3A EP 08.3.01 (high) AC 08.3.01
6A AS 05.3.01 (low) 2A EP 08.3.01 (low)
29A ES 14.3.01 (high) 13.6A RC 06.3.01 2.1A VE 13.4.01 RC 08.3.01
6A ES 14.3.01 (low) 6.5A EC 08.3.01
5A EC 06.3.01
8.7A AC 05.3.02 50A AC 06.3.02 8.7A EC 09.3.01 AC 09.3.01
6.5A EC 05.3.01 1.8A EC 09.3.02
19A RC 06.3.02 2.9A EC 09.3.03 RC 09.3.01
1.4A EC 05.3.02
29A AT 14.3.01
8.7A EC 06.3.02 8.3A ET 14.3.01 (low)
5A EC 06.3.03 11.6A ET 14.3.01 exh. (high)
4A ET 14.3.01 (low)
UPS Unit
Spare
Spare
UPS Unit
Feed From Air Conditioning

Air Switchboard
Conditioning SwitchboardMD41
MD22
MD40 Located: ACAC
Located: Room
Room4.4
6.2 Emer. Feed
From E10
10A Spare
10A Spare 690/440V
6.5A EC 04.4.01 Feed From Air Conditioning Switchboard MD42
5A EC 04.4.04 MD40 Located: AC Room 9.4
0.9A EC 04.4.05 50A AC 04.4.01
8.7A EC 04.4.02 13A RC 04.4.01 10A Spare

10A Spare
3.8A AT 04.4.01 (high) 18.2A AP 09.4.01 (high)
1.33A AT 04.4.01 (low) 50A AC 04.4.02 5.5A AP 09.4.01 (low)
0.9A ET 04.4.01 (high) 8.2A EP 09.4.01 (high)
0.46A ET 04.4.01 (low) 19A RC 04.4.02 2.8A EP 09.4.01 (low)
24A AP 09.4.02 (high)
7.7A AP 09.4.02 (low)
6A Spare 11.6A EP 09.4.02 (high)
6A Spare 4A EP 09.4.02 (low)
UPS Unit
19A AP 09.4.03 (high)
Emer. Feed 3.5A AP 09.4.03 (low)
From E10 8.2A EP 09.4.03 (high)
2.8A EP 09.4.03 (low)
Feed From Air Conditioning Switchboard MD43

Air Conditioning Switchboard MD22
MD40 Located: AC Room 13.4
Located: AC Room 6.2
10A Spare UPS Unit

10A Spare 690/440V Emer. Feed
19A AP 13.4.01 (high)
3.5A AP 13.4.01 (low)
8.3A EP 13.4.01 (high) 56A AC 13.4.01
2.8A EP 13.4.01 (low)
19.3A RC 13.4.01
12.2A EC 13.4.01
1.8A EC 09.4.01 Key
690 V 24V
Emer. Feed
UPS Unit 230V 440V
Issue: First Illustration 3.13b Air Conditioning/Ventilation Distribution Zones 3 and 4

Illustration 3.13c Air Conditioning/Ventilation Distribution Zone 5

Air Switchboard
MD22 Feed From Air Conditioning
Air Switchboard
MD22
MD50 Located: ACAC
Located: Room
Room5.5
6.2 MD50 Located: ACAC
Located: Room
Room9.5
6.2
10A Spare 10A Spare

10A Spare 690/440V 10A Spare 690/440V
5A AS 05.5.01 (high) 29A AP 09.5.01 (high)
2.1A AS 05.5.01 (low) 6A AP 09.5.01 (low)
0.64A ES 05.5.01 (high) 25A AC 05.5.01 15.5A EP 09.5.01 (high) 25A AP 09.5.03
0.33A ES 05.5.01 (low) 5.4A EP 09.5.01 (low)
5.8A RC 05.5.01 5.8A EP 09.5.03
8.7A AS 05.5.03 (high)
24A AP 09.5.02 (high)
3.3A AS 05.5.03 (low)
39.1A AC 05.5.02 7.7A AP 09.5.02 (low)
8.2A ES 05.5.03 (high)
11.64A EP 09.5.02 (high)
2.8A ES 05.5.03 (low)
13.1A RC 05.5.02 4A EP 09.5.02 (low)
1.8A EC 09.5.03
29A AP 05.5.01 (high) 2.9A EC 09.5.02
6A AP 05.5.01 (low)
8.7A EP 05.5.01 (high)
3.3A EP 05.5.01 (low)
6.5A EC 05.5.01
5A AS 05.5.02 (high)
6.5A EC 05.5.02
2.1A AP 05.5.02 (low)
Emer. Feed 0.64A EP 05.5.01 (high) Emer. Feed
UPS Unit 0.33A EP 05.5.01 (low) UPS Unit
Emer. Feed
From E10

Air Switchboard
Conditioning MD53
Switchboard MD22
MD50 Located: ACAC
Located: Room 10.5
Room 6.2
10A Spare
10A Spare
690/440V
0.8A VE 13.5.01
8.2A AP 10.5.01 (high)
2.8A AP 10.5.01 (low) 39.1A AC 10.5.01
3.8A EP 10.5.01 (high)
1.33A EP 10.5.01 (low) 13.1A RC 10.5.01
Key
24A HV 10.5.01 (high)
56A AC 10.5.02 690 V
7.7A HV 10.5.01 (low)
15.5A EV 13.5.01 (high)
25A RC 05.5.02 230V
5.4A EV 13.5.01 (low)
4.2A ES 13.6.06 (high)
1.82A ES 13.6.06 (low) 24V
6.5A EC 10.5.01
440V
12.2A EC 10.5.02
29A AT 13.5.01 (high)
6A AT 13.5.01 (low)
11.6A ET 10.5.01 (high) 6A Spare
4A ET 10.5.01 (low) 6A Spare
Emer. Feed
UPS Unit
Emer. Feed
From E10
Issue: First Illustration 3.13c Air Conditioning/Ventilation Distribution Zone 5

Illustration 3.13d Air Conditioning/Ventilation Distribution Zone 6 Key
690 V 24V
230V 440V
Air Switchboard
MD22 Feed From Air Conditioning
Air Switchboard
Conditioning MD64
Switchboard MD22
MD60 Located: ACAC
Located: Room
Room4.6
6.2 MD60 Located: ACAC
Located: Room 13.6
Room 6.2
10A Spare 10A Spare

10A Spare 10A Spare 690/440V
2.1A VE 13.06.01
24A AS 04.6.01 (high) 39.1A AC 13.6.01
8.7A EC 13.6.01
7.7A AS 04.6.01 (low)
2.1A EC 13.6.03
15.5A ES 04.6.01 (high) 13.1A RC 13.6.01
4.1A EC 13.6.04
5.4A ES 04.6.01 (low)
2.9A EC 13.6.05
1.33A ES 04.6.04 (high) 47A AC 13.6.02
0.58A ES 04.6.04 (low)
8.7A EC 13.06.02
9.7A RC 13.6.02
15.5A AS 04.6.02 (high) 5A ES 13.6.05 (high)
5.4A AS 04.6.02 (low) 1.6A ES 13.6.05 (low) 39.1A AP 13.6.01
1.33A ES 04.6.02 (high)
0.58A ES 04.6.02 (low) 5.7A EP 13.6.01
25A AP 13.6.02
15.5A AS 04.6.03 (high) 5.7A EP 13.6.02
5.4A AS 04.6.03 (low)
Emer. Feed 1.33A ES 04.6.03 (high)
UPS Unit 0.58A ES 04.6.03 (low) Emer. Feed
Emer. Feed UPS Unit
From E10
Feed From Air Conditioning Switchboard MD62 Feed 1 From Air Conditioning Switchboard MD63 MD60
MD60 Located: AC Room 5.6 MD60 Located: AC Room 9.6 2nd Feed
10A Spare 10A Spare 19A AS 09.6.03 (high) 15.5A AP 09.6.01 (high)
10A Spare 10A Spare 3.5A AS 09.6.03 (low) 5.4A AP 09.6.01 (low)
18.2A ES 09.6.03 (high) 7A EP 09.6.01 (high)
5A AT 09.6.01 (high) 5.5A ES 09.6.03 (low) 2.5A EP 09.6.01 (low)
24A AS 05.6.01 (high)
2.1A AT 09.6.01 (low)
7.7A AS 05.6.01 (low)
2.6A ET 09.6.01 (high) 11.6A AS 09.6.04 (high) 24A AP 09.6.02 (high)
15.5A ES 05.6.01 (high)
1.16A ET 09.6.01 (low) 4A AS 09.6.04 (low) 7.7A AP 09.6.02 (low)
5.4A ES 05.6.01 (low)
7A ES 05.6.02 (high) 11.6A ES 09.6.04 (high) 8.7A EP 09.6.02 (high)
2.5A ES 05.6.02 (low) 24A AS 09.6.01 (high) 4A ES 09.6.04 (low) 3.3A EP 09.6.02 (low)
7.7A AS 09.6.01 (low)
18.2A AP 05.6.01 (high) 35A ES 09.6.01 (high) 35A AS 10.6.01 (high)
5.5A AP 05.6.01 (low) 10A ES 09.6.01 (low) 10A AS 10.6.01 (low)
5A EP 05.6.01 (high) 19A ES 10.6.01 (high)
2.1A EP 05.6.01 (low) 19A AS 09.6.02 (high) 3.5A ES 10.6.01 (low)
3.5A AS 09.6.02 (low) 7A ES 10.6.02 (high)
11.6A ES 09.6.02 (high) 2.5A ES 10.6.02 (low)
4A ES 09.6.02 (low)
Emer. Feed
UPS Unit Emer. Feed
UPS Unit 6A Spare
6A Spare
Emer. Feed
From E10
Issue: First Illustration 3.13d Air Conditioning/Ventilation Distribution Zone 6

Illustration 3.13e Air Conditioning/Ventilation Distribution Zone 7
Key
690 V 24V
230V 440V
Air Conditioning Switchboard MD71

Main Feed Located AC Room 5.7 2nd Feed
MD70 MD50
24A AP 05.7.02 (high) 10A Spare

7.7A AP 05.7.02 (low) 690/440V 10A Spare
7A EP 05.7.02 (high) 15.5A AS 04.7.01 (high)
2.5A EP 05.7.02 (low) 5.4A AS 04.7.01 (low)
8.7A EP 05.7.03 (high) 13.6A AP 04.7.01 11.6A ES 04.7.01 (high)
3.3A EP 05.7.03 (low) 4A ES 04.7.01 (low)
6.3A EP 04.7.01 18.2A AP 05.7.01 (high)
5.5A AP 05.7.01 (low)
7A EP 05.7.01 (high)
2.5A EP 05.7.01 (low)
Emer. Feed
UPS Unit
5A ES 04.7.02
Emer. Feed
E10
Air Conditioning Switchboard MD72 Air Conditioning Switchboard MD73

Located AC Room 10.7 Located AC Room 13.7
Main Feed Main Feed
MD70 MD70
10A Spare 10A Spare
10A Spare 10A Spare
690/440V 690/440V
0.6A VE 13.7.01
12.2A EC 13.7.01
4.1A EC 13.7.02
39.1A AP 10.7.01 10A Spare 56A AC 13.7.01
19.3A EP 10.7.01 35A AT 13.7.01 (high) 19.3A RC 13.7.01
39.1A AP 10.7.02 24V

10A AT 13.7.01 (low)
13.1A EP 10.7.02 11.6A ET 13.7.01 (high)
4A ET 13.7.01 (low)
39.1A AP 10.7.03 10A Spare
Emer. Feed 10A Spare
13.1A EP 10.7.03 E1207/02-01 UPS Unit
Emer. Feed
E1007/02-01 UPS Unit Emer. Feed
E10
Issue: First Illustration 3.13e Air Conditioning/Ventilation Distribution Zone 7

Illustration 3.14a Emergency Lighting UPS Unit
UPS Output
Static Switch 30kVA
3x400V
A V Rectifier 230V 100A V Inverter 180kVA Static Switch A V

Main
Switchboard
Supply
P-MSB1B
AC 440V
3Ph 60Hz UPS Output
150kVA
1000A
3x400V
Rectifier Inverter
On On/Off
Indication Indication
A
Rectifier Inverter Static Switch
Fault Fault Fault
Indication Indication Indication
Local and
IMACs via Local and
Process Station IMACs via
17.1 Process Station
17.1
Rectifier Inverter Static Switch DC Load

40kW 230V
(Boat Lights)
Battery
204 Cells
Key
400 V
230V
Issue: First Illustration 3.14a Emergency Lighting UPS Unit

3.14 Battery and UPS Power Supplies ECR UPS Unit Watertight Door and Emergency Station UPS Units
Aurora is fitted with a variety of uninterruptible power supplies (UPS) to Make: Jovyatlas Make: SAE Elettronica
maintain the electrical supply to essential items of equipment and machinery Type: Jovystar BAX 1520E Output: 2.5kVA at 230V
in the event of mains power failure. These power supplies ensure an Output: 24V DC 120A 130AH Supply: 690V
uninterrupted electrical supply to a consumer irrespective of whether or not the Supply: Emergency and main supplies 690V
main or emergency supply is available. These UPS units are fitted in the emergency stations on deck 4. They supply
This UPS unit is fitted as back-up for the main generator and stabiliser control power for the emergency control boards fitted in these emergency stations to
The UPS units generally consist of a rectifier/charger, an inverter, a battery and circuits. The unit is situated in the engine control room on deck 4. control watertight doors, splashtight doors, cross-flooding valves etc.
a bypass unit. In normal situations, the rectifier/charger supplies the load
(sometimes using an inverter at the output, if the load is AC) with the battery Bridge Nautical Consumers UPS Unit Public Address/Telephone System UPS Units
receiving a trickle charge to maintain voltage. In the event of mains failure, the
battery will automatically supply the load (via the inverter if the load is AC). Make: Jovyatlas Make: Funa
The batteries have a limited capacity, but will generally be able to supply their Type: Jovystar BAX 1842E Type: Synthesis 10kVA
design load for a minimum of 30 minutes. Output: 400/230V AC 36A 80AH Output: 24V DC 160A 200AH
Supply: Main L12 02/07. Emerg. E12 02/01 230V Supply PA1: Main: L0902/01 Emerg: E0902/01
When the mains supply returns to normal, the batteries will automatically Supply PA2: Main: L0503/02 Emerg: E0503/04
receive a boost (equalising) charge to quickly return them to their fully- This UPS unit is fitted as back-up for important bridge consumers. The unit is Supply PA3: Main: L0905/03 Emerg: E0905/01
charged state. Some UPS units are fitted with a bypass facility to enable the situated in a locker on the starboard side of the bridge. Supply PA4: Main: L0906/01 Emerg: E0906/03
UPS unit to be isolated for maintenance whilst the load is supplied directly
from the mains. Main Switchboard UPS Units There are four UPS units fitted as back-up for the power supplies to the four
public address amplifier and distribution racks and telephone system nodes.
Where possible, the UPS batteries should be tested once per month by Make: Jovyatlas Units 1, 3 and 4 are situated in the PA/tel rooms on deck 9 and PA/tel unit 2 is
switching the mains supply to the UPS unit off and allowing the batteries to Type: Jovystar BAX 1731E situated in the communications room on deck 5. The UPS units have both main
supply the load. During this time the battery voltage should be closely Output: 24V DC 160A 200AH and emergency supplies.
monitored. Supply: M10: E10 10Q9 230V M20: E10 10Q10 230V
Hotel Computer System UPS Unit
Further instruction on these loading procedures and the operation of these UPS These UPS units are fitted as back-up for the main switchboard control
units can be found in the manufacturer’s manuals. circuits. The units are situated in the main switchboard rooms. Make: Jovyatlas
Type: Jovystar BAX 1842E
Emergency Lighting UPS Unit DG Cold Start Fuel Oil Pumps UPS Unit Output:: 400/230V AC 36A 80AH
Supply: Emerg. E10 10Q8
Make: Jovyatlas Make: Jovyatlas
Type: BAX 1732E Type: Jovytec 3000 This UPS unit is fitted in the hotel computer room on deck 5. The unit provides
Output: 180kVA at 400/230V Output: 13A at 230V back-up power for the hotel computer system.
Supply: E10 1Q1 400/230V 220kVA AC Supply: L0306/02-25
This UPS unit is fitted as back-up for the emergency lighting switchboard. The This UPS unit is fitted to supply two small diesel oil pumps for the forward and
unit is situated in the emergency generator room on deck 5 aft. aft main generator fuel systems. The unit is situated in the M20 main
switchboard room.
Emergency Generator UPS Units
Air Conditioning MCC UPS Units
Make: Jovyatlas
Type: D690 G24/50 Make: Schneider E Technik
Output: 50A at 27V max.h Type: NBEC 24/10
Supply: E10 6Q17 Output: 10A at 24V
Supply: From E10: location dependent
These UPS units are rectifier/chargers for the emergency generator electric
starter motors. The units are situated in the emergency generator rooms on These UPS units are fitted to the air conditioning switchboards to allow the
deck 5 control of the fan unit’s fire dampers in the event of power failure.
Issue: First 3.14 Battery and UPS Power Supplies Page 1

GMDSS Equipment Power Supplies The MCBs feed a bank of fuses which supply the individual items as follows:
Fuse F1/F2 10A Sat C No.1
Main power supply: L1202/3 F22
Emergency power supply: U1-1202/01 F116 Fuse F3/F4 10A VHF DSC No.1
Fuse F5/F6 10A Emergency light
A three position (mains, emergency and off) switch S1, located in the GMDSS
console, selects the supply for the fused distribution board which feeds the Fuse F7/F8 10A Sat C No.2
GMDSS equipment as follows:
Fuse F9/F10 10A Air band VHF
Fuse Rated Equipment Fuse F11/F12 10A VHF DSC No.2
FU1 16A MF/HF transceiver Fuse F13/F14 10A Navtex receiver
FU2 6A VHF No.1 DSC unit on GMDSS console Fuse F15/F16 10A Remote alarm panel
FU3 6A VHF No.5 on joystick console Fuse F17/F18 10A Power failure alarm unit
FU4 6A VHF No.4 on pilot console Fuse F19/F20 10A VHF DSC No.1 printer
FU5 6A VHF No.7 on port bridge wing console In the event of failure of the main and emergency supplies, the charger output
FU6 6A VHF No.6 on starboard bridge wing console will fail and the batteries will take over the supply of the GMDSS equipment.
FU7 6A VHF No.8 on safety centre console

FU8 6A Weather fax
FU9 6A VHF No.2 on manoeuvring console
FU10 6A VHF No.3 on GMDSS console
FU11 6A Air band VHF on GMDSS console
FU12 6A Sat C No.1
FU13 6A Sat C No.2
FU14 10A Battery charger
The GMDSS equipment mounted in the GMDSS console on the bridge is

backed up by a 24V battery and charger/rectifier system. The system will
automatically change over to battery supply if the main supplies fail. There are
two maintenance-free batteries located in the console, under the Sat C
Systems.
The output of the battery charger/rectifier supplies a group of miniature circuit

breakers (MCBs) located in the GMDSS console. This group of breakers
supply the following groups of equipment:
MCB 1: MF/HF transceiver and DSC unit
MCB 2: Sat C No.1, VHF DSC No.1, light
MCB 3: Charger output to batteries
MCB 4: Sat C No.2, air band VHF
MCB 5: VHF DSC No.2, navtex receiver, remote alarm panel,
power failure alarm unit, VHF DSC No.1printer
Issue: First 3.14 Battery and UPS Power Supplies Page 2

Illustration 3.15a Emergency Switchboard
Starboard
Panel 3 Panel 9 Panel 10

Panel 1 Panel 2 Panel 4 Panel 5 Panel 6 Panel 7 Panel 8
Forward TRS. 690V Emergency Lights Emergency Lights
Motor Starter Cons. 690V Diesel Generator 2 Diesel Generator 1 Cons. 690V Cons. 690V 230V Ups
& Cons. TRS 1 400V TRS 2 400V
& Cons. & Cons.
Panel 3 Panel 4 Panel 5

TRS Incomer Emergency Generator No.2 Emergency Generator No.1
1 2 3 14 15 34 35
Panel 3 Panel 4 17 37 Panel 5
1. Voltmeter 14. Gen. 2 kW Meter 16 18 36 38 34. Gen. 1 kW Meter

4 5 6
2. Ammeter 15. Gen. 2 Ammeter 19 20 21 22 23 39 40 41 42 43 35. Gen. 1 Ammeter
3. INS. Monitor/Test 16. Gen. 2 Voltmeter 36. Gen. 1 Voltmeter
4. EM TRS Voltage Select Sw. 17. Synchroscope 37. Synchroscope
5. EM TRS Current Select Sw. 18. Frequency Meter 7 8 9 10 24 25 26 27 44 45 46 47 38. Frequency Meter
6. INS. Monitoring Sw. 19. EDG2 Voltage Select Sw. 39. EDG1 Voltage Select Switch
7. Pilot Lamp 20. Sync. Mode Select Switch 40. Sync. Mode Select Switch
8. EM TRS Operation 21. Sync. Instrument On/Off 41. Sync. Instrument On/Off
Mode Switch 22. EM TRS Sync/On 11 12 13 28 29 30 31 32 48 49 50 51 42. EM TRS Sync/On
9. Transfer Line MV Via EM 23. EDG2 Current Select Sw. 43. EDG1 Current
TRS Live 24. Standstill Heating On 44. Standstill Heating On
10. EM TRS On Lamp 25. Operation Mode Select Switch 45. Operation Mode Select Switch
11. Management Module 26. EDG2 Excited 33 52 46. EDG1 Excited
12. Failure/Reset 27. CB On 47. CB On
13. EM TRS Off 28. Standstill Heating Switch 48. Standstill Heating Switch
29. Reset Siren 49. Gov. RPM-Adjust
30. Gov. RPM-Adjust 50. Failure/Reset
31. Failure/Reset 51. CB Off
32. CB Off 52. Generator
33. Generator Management Module
Management Module
* Behind Generator Panel Doors

Generator Voltage Adjuster
Key Switch for Selection of Operation Feedback
Issue: First Illustration 3.15a Emergency Switchboard

3.15 Emergency Switchboard Emergency Switchboard Automatic Operation When the main network (M10 and M20 main switchboards) return to normal
power, the emergency switchboard and generators will operate as follows:
The emergency switchboard is located in a dedicated room forward of the aft Normal Automatic Configuration
mooring deck on deck 5. The 690V switchboard is divided into 10 panels as a) The last emergency generator to connect to the switchboard
shown in illustration 3.15a. The switchboard panels are numbered forward to The emergency switchboard is fed from 6,600/690V transformer EM TRS. automatically unloads and disconnects itself from the
aft from 1 to 10. switchboard, ACB 5/4A10 opens. The generator shuts down.
The generator operation mode switches S8 are set to the following positions:
In normal supply conditions, the emergency switchboard is fed from either of b) Transformer EM TRS ACB 3A10 automatically synchronises and
Transformer EM TRS, panel 3: AUTO
the main switchboards, M10 or M20. This supply feeds the emergency connects to the emergency switchboard, ACB 3A10 closes. The
transformer EM TRS at 6,600V which transforms the voltage down to 690V to Emergency generator No.1, panel 5: AUTO first emergency generator and transformer EM TRS now supply
supply the emergency switchboard. the emergency switchboard in parallel.
Emergency generator No.2, panel 4: AUTO
In the event of a power failure of the main switchboard, the emergency The main ACBs are in the following positions: c) After 30 seconds of parallel operation, the emergency generator
transformer supply circuit breaker will open via its no-volt trip. The generator will disconnect itself from the switchboard. The generator ACB
management circuitry will sense the zero volts situation on the emergency Transformer EM TRS, panel 3, ACB 3A10: ON opens. The emergency switchboard is now fed from the main
switchboard bus bars and start both emergency generators. The generators are Emergency generator No.1, panel 5, ACB 5A10: OFF switchboards via EM TRS.
started from their respective Diesel Start Units (DSUs) by a signal sent from
the Generator Management Modules (GMMs). Emergency generator No.2, panel 4, ACB 4A10: OFF Automatic Operation Initiated via EM TRS Trip
If the main network (M10 and M20 main switchboards) blacks out, the If the emergency switchboard loses power because of the tripping of EM TRS
The emergency generators will normally be started on compressed air but may
emergency switchboard and generators will operate as follows: ACB 3A10, the automatic power restoration sequence is identical to the above
be started using the 24V DC electric starter motors. The choice of starting
method is elected at the generator local control panels mounted adjacent to main switchboard blackout sequence, except that a manual reset at the EM
a) The emergency lighting UPS provides a seamless changeover to TRS GMM10 (the EM TRS ACB Management Module) is required before the
each engine.
battery power, supplying essential equipment such as the emergency switchboard can be resupplied by the main switchboards.
safeguard distribution network.
In an automatic start situation, whichever generator runs up to speed and
voltage first will be connected to the emergency switchboard. The other
b) Transformer EM TRS ACB 3A10 drops out on no-volts.
generator will then be synchronised to the first generator and both generators
will then run in parallel with automatic load sharing.
c) The emergency generators start and when the first alternator
voltage builds up to 85%, ACB 5/4A10 closes, supplying the
When power has been restored to the main switchboard(s), the emergency
emergency switchboard.
transformer is synchronised automatically to the emergency switchboard and
the generators, after a time delay, will disconnect from the switchboard. The
d) When the second emergency generator has run up to rated speed
second generator that connected to the switchboard will be the first to
and voltage, the generator automatically synchronises and
disconnect.
connects to the emergency switchboard, ACB 5/4A10 closes.
e) Both emergency generators now supply the emergency

switchboard in parallel. Load sharing is carried out automatically
by the GMM units.
Issue: First 3.15 Emergency Switchboard Page 1

Emergency Switchboard Manual Operation 4. Adjust the speed of the generator until the LEDs revolve slowly To Manually Supply a Dead Ship Using the Emergency Generators
in the clockwise TOO FAST direction. When the red LED
Normal Manual Configuration immediately before the green SYNC LED is illuminated, press It is assumed the emergency batteries are fully charged and the emergency
the green generator EDG1 ON button S12. The generator ACB switchboard UPS is supplying essential consumers. In this instance it is
The following procedures apply if the emergency switchboard and generators will close. presumed emergency generator No.1 will be used.
are to be operated manually:
5. Regulate the generator governors using the RPM ADJUST The generator operation mode switches S8 are in the following positions:
The generator operation mode switches S8 are set to the following positions: control S15 to load share equally between the generators while
Transformer EM TRS, panel 3: LOCAL
maintaining the supply frequency at 60Hz.
Transformer EM TRS, panel 3: LOCAL
Emergency generator No.1, panel 5: LOCAL
Emergency generator No.1, panel 5: LOCAL 6. Turn synchronising switch S6 back to the OFF position.
Emergency generator No.2, panel 4: OFF
Emergency generator No.2, panel 4: LOCAL
e) Both emergency generators now supply the emergency The main ACBs are in the following positions:
The main ACBs are in the following positions: switchboard in parallel.
Transformer EM TRS, panel 3, ACB 3A10: OFF
Transformer EM TRS, panel 3, ACB 3A10: ON When the main network (M10 and M20 main switchboards) return to normal Emergency generator No.1, panel 5, ACB 5A10: OFF
Emergency generator No.1, panel 5, ACB 5A10: OFF power, the emergency switchboard and generators should be operated as
follows: Emergency generator No.2, panel 4, ACB 4A10: OFF
Emergency generator No.2, panel 4, ACB 4A10: OFF
a) Reduce the load on the chosen generator until about 50KW Emergency generator No.1 must be set to local/manual and started as described
If the main network (M10 and M20 main switchboards) blacks out or if TRS remain and trip the ACB by pressing EDG 1/2 OFF pushbutton in section 3.16, Emergency Alternators or section 6.1, Emergency Diesel
ACB 3A10 trips, the emergency switchboard and generators should be S11. The generator ACB will open. Generators.
operated as follows:
b) Switch synchronising selector switch S7 to the EM TRS position. a) Manually start the generator.
a) The emergency lighting UPS provides a seamless changeover to
battery power, supplying essential equipment such as the c) When the illuminated LED passes the ‘five minutes to 12’ b) When the generator is up to speed and voltage, regulate the speed
safeguard distribution network. position, press the EM TRS ON pushbutton S22. The EM TRS by operation of the RPM ADJUST control S15 to set the supply
ACB 3A10 closes. frequency to 60Hz. Observe the frequency meters.
b) If the main network blacks out, transformer EM TRS ACB 3A10
drops out on no-volts. d) Regulate the generator speed to shift the generator load to the EM c) Press the EDG1 ON pushbutton S12. The generator ACB will
TRS incomer. close to supply the switchboard. Supply consumers as necessary.
c) The emergency generators start and the alternator voltages build
up to 690V. The chosen generator ACB 5/4A10 must be closed e) When the load remaining on the generator is approximately From this situation it should be possible to supply the required compressors
manually by pressing EDG 1/2 ON pushbutton S12. When the 50KW, trip ACB ACB 5/4A10 by pressing the EDG OFF and pumps to start a main diesel generator. If, due to exceptional
ACB is closed, emergency generator No.1/2 supplies the pushbutton S11. circumstances, the main switchboards are to be fed from the emergency
emergency switchboard. switchboard the following applies:
f) The emergency TRS now feeds the emergency switchboard.
d) The other emergency generator must be manually synchronised To enable the EM TRS ACB 3A10 to be closed without synchronising (due to
with the emergency switchboard as follows: g) If the emergency switchboard and generators are to be set to the the dead main switchboard network) there is a bypass key switch provided.
normal automatic mode, return all mode selection switches back Key switch 3S20 is located behind the panel 3 door and its operation cancels
1. Set the synchronising mode selection switch S7 on panel 5/4 to to their normal automatic operating positions. all interlocks.
the incoming generator position.
The operation of this key switch acts as a ‘check synch override’ enabling the
2. Set the synchronising switch S6 on panel 5/4 to the No.1 EM TRS ACB to be closed onto the emergency switchboard bus.
position (On).
a) Open panel 3 door and operate keyswitch 3S20. Indicator lamp
3. The red LEDs on the synchroscope will illuminate, revolving 3H20 will flicker.
in either the TOO FAST or TOO SLOW direction. Regulate the
speed of the generator using the generator speed b) Turn the synchronising mode selector switch S7 to the EM TRS
increase/decrease control switch S15. position.

c) Press EM TRS ON pushbutton S22. The EM TRS ACB will 6.6kV Emergency Switchboard Supply Transformers Main Circuit Breakers
close, back-feeding the transformer and supplying the main
switchboard. Manufacturer’s No.s 201460, 201572, 201573, 201577 (spare) Make: Merlin Gerin
Specification: Three phase, dry, air cooled Type: M12NI
d) At the chosen main switchboard emergency TRS feeder circuit Manufacturer: SGB Starkstrom Rated: 1250A at 690V
breaker, switch the breaker to local control and close the breaker. Type: ETTHG 630/10
The main switchboard is now fed from the emergency Output Power: 1248kVA total (3x416kVA) The above air circuit breakers (ACBs) are fitted to emergency generators No.1
switchboard. Primary Voltage: 6,600V and No.2 and the emergency transformer EM TRS incomer. The operation of
Secondary Voltage: 690V the ACBs is supervised by the management modules (GMM10).
This transformer consists of 3 separate transformers in a common housing, in

the emergency switchboard room. The spare transformer is inside this housing.
The transformers have temperature monitoring in the form of PT100 sensor

probes embedded within the windings of each low voltage (secondary) coil and
in the central core. There is also a spare probe embedded in the windings
should the first one fail. These sensors are connected to the IMACs system and
will raise an alarm should the temperature of the windings reach above preset
limits.
There are a further two 690/230V transformers which supply the emergency
switchboard 230V section and an uninterruptible power supply to supply
emergency lighting and essential consumers (see section 3.14).
Emergency Switchboard Panel 3 Showing Transfer Key Switch Main Air Circuit Breakers

Illustration 3.15b Emergency Switchboard 690V Distribution
Key
Emergency Feeding From Main Emergency
Generator No.1 G Switchboard 6,600V G Generator No.2
1250 KVA
690 V
1250 KVA
Emergency
6600 V
Transformer 6,600/690V
PANEL 2 PANEL 3 PANEL 6
3Q1 Anchor Chain 3Q4 HPP. St. 2 lifeboat 6Q9 Passenger Lift
2Q1 Service Lift 1
System Davit PT Aft 16
3Q2 UPS 24V 3Q5 HPP.

UPS St.24V
2 lifeboat 6Q10 Passenger Lift
2Q2 Service Lift 2 Davit PT FWD
System System 17
3Q3 Raft Winch 3Q8 Watertight 6Q11 Emergency

2Q3 Service Lift 7
PT Bulkhead Doors FZ 2 Fans MD22
2Q25 Emergency Ltg 3Q9 Watertight 6Q12 Emergency

2Q4 Service Lift 15
Transformer 1 Bulkhead Doors FZ 4 Fans MD41
2Q24Emergency Distr. 3Q10 Watertight 6Q13 Emergency

2Q5 Service Lift 19 Bulkhead Doors FZ 6
Engine Room E11 Fans MD63
2Q22 Emergency Fire 6Q1 Service Lift 6Q14 Emergency

2Q6 Passenger Lift 4
Pump 2 8 Fans MD73
2Q21 Rescue Boats 6Q2 Service Lift 6Q15 Steering Gear PT

2Q7 Passenger Lift 5 12
PT Emergency Starter
2Q20 Sprinkler P/P 6Q3 Service Lift 6Q16 Start Air

No. 2 Starter Compressor 1
2Q19 Incinerator B 6Q4 Service Lift 6Q17 Battery Charger

Auxiliary System Emergency DG 1
2Q18 Battery Charger 6Q6 Passenger Lift 6Q18 Incinerator A

2Q10 Passenger Lift 18
Emergency DG 2 3 Auxiliary System
MD32 Emergency 2Q17 Start Air 6Q7 Passenger Lift 6Q19 Sprinkler P/P
Fans Compressor 2 10 No.1 Starter
MD52 Emergency 2Q16 Steering Gear SB 6Q8 Passenger Lift

Fans Emergency Starter 11
Issue: First Illustration 3.15b Emergency Switchboard 690V Distribution

Illustration 3.15c Emergency Switchboard 230V Distribution From Panel 2Q25
Link Normally
690V Section Contd.
Closed 9Q2 690/230V 10Q2 690/230V
Emergency Lighting PANEL 9 PANEL 10 PANEL 6 PANEL 7

Section
Secondary Feed 9Q7 Emergency 10Q8 UPS Comm.

Boats Area Busbar FZ6 Centre and Computer
6Q20 Rescue Winch 7Q3 Raft Winch
9Q8 Emergency SB SB
10Q1 Inverter 10Q9 UPS M10
Busbar FZ7
6Q21 Emergency Fire 7Q4 HPP. St. 2 lifeboat
Pump 1 Davit SB AFT
9Q1 Secondary Feed 9Q10 Emergency
10Q10 UPS M20
For Emergency Lights DistrIbution E0205/01
6Q22 High Fog Pump 7Q5 HPP. St. 2 lifeboat
9Q3 Emergency Unit 1 Davit SB FWD
9Q11 Emergency 10Q20 PA System
Busbar FZ2 DistrIbution E0306/02 1 FZ 2
6Q23 Breathing Air 7Q6 Watertight
9Q4 Emergency Compressor Bulkhead Doors FZ 3
Busbar FZ3 DistrIbution E0405/04 2 FZ 3
6Q24 Emergency Bilge 7Q7 Watertight
9Q5 Emergency Pump Bulkhead Doors FZ 5
10Q6 UPS Bridge 10Q22 PA System
Busbar FZ4 Nautical Equipment 3 FZ 5
7Q8 Watertight
Bulkhead Doors FZ 7
Busbar FZ5 10Q7 UPS CCTV 7Q15 Emergency
4FZ 6
Lighting Transformer 2
7Q9 Emergency
Fans MD71
INVERTER
PANEL 8 690V Section Contd.
Unit 7Q10 Emergency
Fans MD61
PANEL 1
8Q1 Safeguard
8Q18 Typhon
In Case Of Battery Condition Distribution S 0205/02
Automatically Switched To DC 1A30 Emergency
D. Room Fan 1
8Q2 Safeguard 8Q12 Safeguard
Boat Ltg Panel Distribution S 0306/02 Busbar FZ7
Emergency Key
1A40 Emergency
Lighting
D. Room Fan 2
Battery 8Q3 Safeguard 8Q11 Safeguard 690 V
Distribution S 0405/02 Busbar FZ6
1A50 Cooling Emergency 400 V
Diesel 1
9Q21 Flood Lights Boats 8Q4 Safeguard 8Q10 Safeguard Control
Area PT Distribution S 1202/02 Busbar FZ5
1A60 Cooling Emergency 230 V
9Q22 Flood Lights Boats Diesel 2
8Q7 Safeguard 8Q8 Safeguard 8Q9 Safeguard
Area SB Busbar FZ2 Busbar FZ3 Busbar FZ4
Issue: First Illustration 3.15c Emergency Switchboard 230V Distribution

Illustration 3.16a Emergency Alternators
Emergency Cooling
Doors
(Forward and Aft)
Exh. Temp.
2710 2710
Lamp Test Cooling Unit
1 Oil Pressure 1 Oil Press. "2"
2 Oil Temperature 2 C/W Temp. "2"
3 C/W Pressure 3 Overspeed Stop
4 C/W Temperature 4
5 C/W Level 5
6 Fuel Pressure 6
Volt 7 Fuel Leakage 7 Exh. Temp. Stop/start

8 Start Failure 8
Control Box
9 Fuse Fail ST/CI 9
10 10
ACC TEST ACC TEST
RPM
Water Temp. Water Temp.
Emergency Alternator View
Emergency Switchboard
Oil Press. Hours Charging Air Press. M Cooling Fan Motor
M Bearing Oil Pump Motor

0 0 0 0 2 5 0 h
'Cosimat' AVR
1. Manual Operation Rotor Exciter Exciter

Diodes
2. Test Operation Winding Rotor Stator
Start 3. Auto Operation Main Switch Reset Stop
3
1 2 2
I 1
I O
1. Std. Starter
2. Emergency Starter Generator
Varistor
Alternator Stator Alternator Rotor Alternator Stator
Emergency Generator Local Control Panel Emergency Alternator Electrical Circuit
Issue: First Illustration 3.16a Emergency Alternators

3.16 Emergency Alternators Procedure To Manually Air Start and Load Emergency Generator No.1 Procedure To Manually Unload Emergency Generator No.1
Manufacturer: AVK Deutschland a) At the emergency switchboard, set the operation switch S8 on This procedure is to be used after automatic operation, ie: post blackout when
Type: AC Synchronous panel 5 to the LOCAL position. normal conditions have been restored at the main switchboards.
Rated: 1250kVA at 690V
Max. current: 1,046A b) At the generator local start panel (adjacent to the engine), set the When the appropriate instructions are received from the 1ETO or SETO that
Max. load: 1,000kW operation keyswitch to the MANUAL OPERATION position. the main switchboard(s) are back to normal supply, the emergency generator is
Speed: 1,800rpm unloaded and stopped as follows:
IP Rating: IP54 c) Set the starter selection switch to the AIR START position. The
local alarm will sound at the emergency switchboard, press the a) At the emergency switchboard, set the synchronising mode
Two emergency alternators are fitted. Each alternator is rated at 1,000kW at siren reset button on panel 4 of the emergency switchboard to selection switch S7 on panel 5 to the emergency TRS position.
690 volts AC, 3ph, 60Hz. They are of the self-excited, brushless type and are silence the siren.
driven by a Mitsubishi S12R diesel engine. The load voltage is kept constant b) Set the synchronising switch S6 on panel 5 to the No.1 position
by the automatic voltage regulator (AVR), which controls the excitation d) Press the START button and hold the button depressed for (On).
current to the exciter. Output power from the stator is fed into a current/voltage approximately 5 seconds until the generator runs up to speed.
compound transformer and the thyristor regulated output of this is fed through c) The red LEDs on the synchroscope will illuminate, revolving in
the exciter stator windings. The magnetic field in the exciter stator induces AC e) At the emergency switchboard, set the synchronising mode either the TOO FAST or TOO SLOW direction. Regulate the
into the exciter rotor, which is rectified by the rotating three phase bridge selection switch S7 on panel 5 to the No.1 generator position. speed of the generator using the governor increase/decrease
connected rectifier set and passed to the main rotor DC windings. In this way control switch 5S15. Adjust the speed of the generator until the
the excitation levels are boosted for heavy loads and reduced for light loads. f) Set the synchronising switch S6 on panel 5 to the No.1 position LEDs revolve slowly in the clockwise TOO FAST direction.
This provides a constant output voltage independent of load levels. Initial (On). When the red LED immediately before the green SYNC LED is
voltage build-up is by residual magnetism in the rotor. illuminated, press the green emergency transformer ON button
g) The red LEDs on the synchroscope will illuminate, revolving in S22. The transformer ACB will close.
Alternator cooling is provided by a 6.6kW electric motor powered fan. The fan either the TOO FAST or TOO SLOW direction. Regulate the
runs as soon as the alternator produces sufficient voltage to energise the fan speed of the generator using the governor increase/decrease d) After a short time delay the green EDG1 ON button will flash and
control gear. This is controlled by the generator start/stop control circuits control switch S15 (RPM ADJUST). Adjust the speed of the the generator ACB will open. The emergency switchboard is now
mounted in a control panel adjacent to the alternator. The fan draws external generator until the LEDs revolve slowly in the clockwise TOO supplied from the main switchboard(s) via the emergency
air through a controlled damper in the adjacent bulkhead. In the case of a FAST direction. When the red LED immediately before the green 6,600/690V transformer EM TRS.
failure of the cooling fan, emergency cooling doors are fitted to the alternator. SYNC LED is illuminated, press the green generator EDG1 ON
button S12. The generator ACB will close. e) If the generator ACB fails to open automatically, the ACB can be
There is also an electrically powered bearing oil pump which is supplied and manually opened by pressing the red EDG1 OFF button S11.
controlled in the same way as the cooling fan. They are both energised from h) The generator now supplies the emergency switchboard in
the alternator output when the generator is running, irrespective of whether the parallel with the main network and the load can be controlled Confirm with the 1ETO/SETO that it is prudent to stop the emergency
alternator is connected to the emergency switchboard or not. using the RPM ADJUST switch S15. generator. If permission is granted to stop the generator, there are two options
available:
The alternator ACBs are normally operated by the generator management Procedure To Unload and Stop the Generator
system, but can be operated manually at the switchboard front. Embedded f) At the emergency switchboard, set the operation selection switch
sensors monitor the stator temperature in each phase, the two main bearings a) Reduce the load until approximately 50kW remain on the S8 to the AUTO position. Press the red EDG1 OFF button and
also have temperature sensors and these temperatures are monitored by the alternator and open the ACB by pressing the EDG OFF keep the button depressed for approximately 5 seconds until the
IMACs system. pushbutton S11 on panel 5. generator stops.
The emergency electrical network protection is designed with discrimination b) In the emergency generator room, stop the generator by pressing g) The operator may also stop the generator at the local control panel
on the distribution system, so that the generator breaker is the last to open if the STOP pushbutton on the local control panel. by pressing the STOP button.
any abnormalities occur.
c) Return the control switch settings to their automatic positions: (Note! The supply and exhaust fans will stop automatically after a period of 5
The operating procedures for the emergency alternators should be read in Start method switch to the STANDARD STARTER position minutes)
conjunction with section 3.15, Emergency Switchboard and section 6.1,
Emergency Diesel Generators. Operation selection keyswitch to the AUTOMATIC position
Operation switch S8 on panel 5 to the AUTOMATIC position
Issue: First 3.16 Emergency Alternators Page 1

3.17 Trace Heating System Fuel Oil Service, Boiler and Other Consumers System Circuit Piping Description Length Deck Elec. Feed
Circuit Piping Description Length Deck Elec. Feed 414 DGs 1/2 FO supply and return 40m 1 2F10
There is a requirement for the trace heating of pipework as some liquids, such lines, compt. 11
as fuel oil, become increasingly viscous and difficult to handle at low 701 Boiler HFO service 40m 1
temperatures. Fire mains and similar pipes may be subject to freezing and must lines, compt. 10 415 DG1 FO supply line, 15m 1 2F11
therefore be kept fluid at low temperatures. The pipes and valves in certain compt. 11
701 Boiler HFO service 40m 1
systems must be maintained above a specified minimum temperature, lines, compt. 11 416 DGs 3/4 FO supply and return 40m 1 1F10
independent of the exterior temperature. lines, compt. 12
701 Boiler HFO service lines 30m 1-4
and engine casings, compt. 12 417 DG3 FO supply line, 15m 1 1F11
The pipes and valves are heated by the laying of a special conductive cable compt. 12
within their insulation jacket. The cable is flat in section and consists of two 701 Boiler HFO return 35m 2
parallel conductors with a semi-conductive material running continuously lines, compt. 10 418 DG4 FO supply line, 15m 1 1F12
between them. The material allows a current to flow between the conductors compt. 12
along its length and in doing so heats up. The material has a large positive Heavy Fuel Oil System
temperature coefficient of resistance, meaning at low temperatures its Heavy Fuel Oil Transfer System
401 DGs 3/4 FO pump’s suction 30m 1 1F3
resistance is low and at higher temperatures its resistance is higher. This means and delivery lines, compt. 10
that the lower the temperature, the higher the current flow and the higher the 301 HFO transfer line, compt. 9 80m 1 L 0104/04-15
402 DGs 3/4 FO autofilter 40m 1 1F6
temperature of the material the lower the current flow. As the cable heats up, 302 HFO overflow line, compt. 8/9 40m 1 L 0104/04-16
lines to drains, compt. 10
the pipework and the fluid within the pipe also become warmer. Eventually the
303 HFO overflow line, compt. 10 40m 1 L 0105/01-20
current flowing across the material is self-regulated, maintaining the 403 DGs 3/4 HFO return to HFO 25m 1 1F7
temperature. This is called a self-limiting action. The cable has a power service tank 10P/S, compt. 10 304 HFO transfer pump and lines, 80m 1 L 0105/04-15
consumption of 30 watts per metre. compt. 10
404 DGs 3/4 FO mixing and drain 30m 1 1F4
to HFO overflow DB 10C lines, 305 HFO transfer lines HFO DB9 60m 1 L 0105/01-21
Overcurrent or short circuit tripping failure of any of the circuit breakers compt. 10 P/C, compt. 10
feeding a trace heating circuit is signalled to the IMACs system and an alarm
405 DGs 3/4 FO booster pumps, 40m 1 1F8 306 HFO transfer lines HFO DB10 80m 1 L 0105/04-16
raised.
final heater suction and P/S, compt. 10
The heat tracing cabling may suffer insulation breakdowns. The supply delivery lines, compt. 10 307 HFO transfer lines HFO DB10S 80m 1 L 0105/01-22
distribution boards are fitted with earth leakage detection and an alarm is raised 406 Crossover line, HFO service 60m 1 1F5 DB 9S, compt. 10
via the IMACs system if a low insulation resistance is measured on an tank 10P/S supply lines, 308 HFO transfer lines, bunker line 75m 1 L 0105/04-17
outgoing circuit. compt. 10 settling tank 10S, compt. 10
407 DGs 1/2 FO pump’s suction 30m 1 2F3 309 HFO transfer lines HFO service 70m 1 L 0105/01-23
The ship’s piping system shipyard diagrams indicate the application of trace and delivery lines, compt. 10
heating to a pipe by a dotted line against the pipe run. and settling tank 10S, compt. 10
408 DGs 1/2 FO autofilter 40m 1 2F6 310 Bunker station port 10m 4 L 0205/02-15
The trace heating system is divided into six main systems: lines to drains, compt. 10
311 Bunker station stbd 10m 4 L 0205/02-16
Fuel oil service, boiler and other consumers’ system 409 DGs 1/2 HFO return to HFO 25m 1 2F7
service tank 10P/S, compt. 10 312 Bunker station port supply and 25m 3 L 0205/02-17
Heavy fuel oil system drain lines
410 DGs 1/2 FO mixing and drain 30m 1 2F5
to HFO overflow DB10C lines, 313 Bunker station stbd supply and 25m 3 L 0205/02-18
Heavy fuel oil transfer system
compt. 10 drain lines
Separator plant system 314 Bunker station port and stbd 70m 2 L 0205/02-19
411 DGs 1/2 FO booster pumps, 40m 1 2F8
Sludge system final heater suction and 315 HFO overflow lines, compt. 11 50m 1 L 0105/03-20
Leakage oil lines system delivery lines, compt. 10 316 HFO transfer lines, compt. 11 80m 1 L 0105/03-21
412 DGs 3/4 FO return and supply 30m 1 2F9 317 HFO overflow lines, compt. 12 26m 1 L 0105/02-20
lines, compt. 11
318 HFO transfer lines, compt. 12 55m 1 L 0105/02-21
413 DG2 FO supply line, 15m 1 2F9
compt. 11 319 HFO overflow lines, compt. 13 75m 1 L 0106/01-15
Issue: First 3.17 Trace Heating System Page 1

Circuit Piping Description Length Deck Elec. Feed Circuit Piping Description Length Deck Elec. Feed Circuit Piping Description Length Deck Elec. Feed
320 HFO transfer lines, compt. 13 75m 1 L 0106/01-16 812 Vent and overflow line, leak oil 60m 1 L 0105/02-25 609 Leakage oil lines, compt. 10P 30m 1
321 HFO overflow lines, compt. 14 25m 1 L 0106/02-15 DB 11/12S, compt. 12 610 Leakage oil lines from DG3 35m 1
322 HFO transfer lines, compt. 14 50m 1 L 0106/02-16 813 Sludge shore connection line, 40m 2 L 0205/04-15 compt. 12
compt. 11 611 Leakage oil lines from DG4 35m 1
323 HFO overflow lines, compt. 15 35m 1/2 L 0106/04-15
814 Vent and overflow lines, 50m 2/3 L 0205/04-16 compt. 12
324 HFO transfer lines, compt. 15 55m 1 L 0106/04-16 compt. 12 612 Leakage oil lines compt. 14 15m 1
325 HFO overflow lines, compt. 16 35m 2 L 0106/04-17 815 Main sludge suction line, 44m 1 L 0106/01-17 613 Leakage oil lines compt. 15 30m 1
326 HFO transfer lines, 40m 1 L 0106/04-18 compt. 13/14
compt. 16/17 816 Vent and overflow lines, 50m 2 L 0106/01-18
compt. 13/14
Separator Plant System
817 Vent and overflow lines, 50m 2 L 0106/01-19
501 HFO separators 1 and 2, 60m 1 L 0105/04-18 compt. 13/14
compt. 10
818 Sludge settling tank test/ 40m 1 L 0106/04-19
502 HFO separators 3 and 4, 60m 1 L 0105/01-24 discharge lines compt. 15
compt. 10
819 Waste oil pump suction and 60m 1 L 0106/04-20
503 HFO return lines to HFO 40m 1 L 0105/04-19 delivery lines compt. 15
service tank 10P/S, compt. 14
820 Sludge oil pump 1/2 suction 40m 1 L 0106/04-21
Sludge System and delivery lines compt. 15
801 Main sludge suction line, 30m 1 L 0105/01-28 821 Vent and overflow lines, sludge 40m 2 L 0106/04-22
compt. 10 settling and leak oil tank 15S
compt. 15
802 Sludge suction line, sep. drain 30m 1
tank 10P, compt. 10 822 Vent and overflow lines, waste 30m 2 L 0106/04-23
oil storage tank 15P/S
803 Sludge suction line, sep. drain 30m 1 L 0105/01-29 compt. 15
tank 10S, compt. 10
804 Vent and overflow line, 20m 1 L 0105/04-22 Leakage Oil Lines System
leak oil DB 10P, compt. 10 601 Leakage oil lines, compt. 9 30m 1
805 Vent and overflow line, 20m 1 L 0105/01-30 602 Leakage oil lines, HFO settling 35m 1
leak oil DB 10S, compt. 10 /service tank 10S, compt. 10
806 Vent and overflow line, sep. 30m 2 L 0105/01-31 603 Leakage oil lines, sep. drain 30m 1
drain tank DB 10S, compt. 10 tank 10S, DG 1/2 mixing tube,
807 Vent and overflow line, sep. 35m 2 L 0105/04-23 compt. 10
drain tank DB 10P/S, compt. 10 604 Leakage oil lines, HFO settling 25m 1
808 Main sludge suction line, 40m 1 L 0105/03-25 /service tank 10P, compt. 10
compt. 11 605 Leakage oil lines, sep. drain 30m 1
809 Vent and overflow line, sep. 40m 2 L 0205/02-20 tank 10P, DG 3/4 mixing tube,
drain tank DB 10P/S, compt. 11 compt. 10
810 Sludge shore connection line, 50m 2 L 0205/02-21 606 Leakage oil lines, compt. 10S 30m 1
811 Main sludge suction line, 50m 1 L 0105/02-24 compt. 11
compt. 11
Issue: First 3.17 Trace Heating System Page 2

Illustration 3.18a Shore Power Generator No.1 Generator No.2 Generator No.3 Generator No.4
514 RPM 514 RPM 514 RPM 514 RPM
G G G G
Neutral
Earthing
Main Switchboard M10 Resistor Main Switchboard M20
M M M M
Substation Substation
Feeder Feeder
M MD20/MD70 MD70/MD20 M
R R
Substation Substation Substation Substation Substation Substation

MD20 M MD30 M MD40 M MD50 MD60 MD70
M M M
Key
6600V 6600V 6600V 6600V 6600V 6600V
6600V 1.1MVA 1.1MVA 1.6MVA 1.5MVA 1.1MVA 1.1MVA
690V
M M
690V 230V 690V 230V 690V 230V 690V 230V 690V 230V 690V 230V
230V
6600V 6600V
115V 1.5MVA 1.5MVA
450V 450V
Galley Substation GD10 Galley Substation GD10
Shore Power Capacity Port Shore Connection Box Stbd Shore Connection Box
Voltage: 450V AC Located Located

Deck 4 Baggage Gunport Deck 4 Baggage Gunport
Current: 2,000A max. Door Port Door Stbd
Port and Starboard
Phase Rotation
Test Meter
Port Shore
Connection Box
Issue: First Illustration 3.18a Shore Supply

3.18 Shore Supply Procedure to Supply to the Ship via Shore Supply l) Load the galley switchboards as required, monitor the load to
ensure the shore supply is not overloaded.
Rated: 450V 60Hz 3 phase The operator should make reference to the galley switchboard drawing, this
Max. Current: 2000A can be found in the STN manuals, volume 10.1. m) Close breakers and supply consumers as required, mindful of
inrush and starting currents and the current limits of the shore
There are 2 shore connection points on Aurora. They are situated port and According to requirements, the emergency switchboard may be isolated and supply.
starboard in the midship baggage storing area on deck 4. the emergency consumers supplied from the emergency generators. This
enables emergency lighting etc during the changeover. n) To return the ship’s electrical supply back to normal, reverse the
The boxes house busbar connections for the connection of the incoming above procedure, ensuring the links between busbar sections 1
feeders, fuses and connections to the galley substation. A phase rotation meter The ship’s consumer load should be reduced as much as possible before and 4 are removed before returning the normal supply to the
is provided on the front of the panels. changing over to shore supply. galley transformers.
The shore supply directly feeds the galley substation GD10. The port shore a) Ensure the 6.6kV ring is split at MD60(L3) MCB (motorised
connection feeds GD10 busbar section 1 (GD1) and the starboard shore circuit breaker). At an IMACs control station, select and open
connection feeds GD10 busbar section 4 (GD2). MD70(L1) MCB. This will isolate GD1 and GD2.
The shore supply circuit breakers are interlocked with the main generator b) At GD1, open L1 circuit breaker manually. Lock the circuit
breakers. The generator breakers must all be in the off position to allow either breaker in the open position.
or both shore breakers to close.
c) At GD2, open L3 circuit breaker manually. Lock the circuit
Due to the high level of consumer demand, the preferred method of supplying breaker in the open position.
electrical power in a drydock situation is to run one of the ship’s main
generators utilising a shore cooling water connection. This allows operation of d) Links can be applied to connect both GD1 and GD2 together, if
the ship’s air conditioning compressors and accommodation fans, enabling a required. The links to be used in this case are the transformer
large number of personnel to be accommodated on board. supply links.
To enable supply at the main switchboards, the galley transformers must be e) Connect the shore supply cables to either or both shore
backfed in order to energise the main switchboards at 6,600V. It is possible to connection boxes.
energise both the ring main and the engine room substations, although this will
have to be done carefully and sequentially, due to the large transformer inrush f) Confirm that the supply voltage is correct (450V).
currents. These inrush currents, depending on the reactance of the particular
transformer, may be as high as 20 times IN (nominal current). The time decay g) Confirm that the phase rotation is correct.
before the normal current level is restored is in the order of 200ms.
h) Unload the galley consumers, by isolating the outgoing circuit
To energise the transformers, it may be necessary to re-configure the circuit breakers.
breaker instantaneous trip protection (I3). This protection level can normally
be set up to 15 times the normal trip level (IN) or switched off completely. i) Record the readings on the kilowatt/hour meters located on panels
3 and 7 of GD10.
Basic consumer requirements such as lighting, ventilation, hot and cold water
etc, may then be supplied up to the current limits of the shore connections. j) At the main switchboards, unload the remaining consumers by
isolation of the outgoing circuit breakers. When the load is
The air conditioning compressors cannot be started when on shore power, minimal, trip the remaining main generator. All generator
mainly due to the prolonged motor starting current. breakers are now off.
Load management whilst on shore supply is basically a manual operation. k) Close circuit breaker 3Q13 on panel 3 for the port shore feeder
However, it is possible to set revised alarm limits via the IMACs. and/or circuit breaker 7Q13 for the starboard feeder.
Issue: First 3.18 Shore Supply Page 1

Illustration 3.19a Cathodic Protection System
I.C.C.P. Power Unit for

Aft System, 300A/20V
Stern Thruster Room
I.C.C.P. Power Unit for
Bow System, 150A/20V
Bow Thruster Room
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 310 320 330 340 350 360 370 380
Anodes P3 and S3
Reference Electrodes
Anodes P1 and S1 Reference Anodes P2 and S2 Penetration Location R2P and R2S
Electrodes R1P and R1S Frame 354/355 Fore Peak
Penetration Location: Penetration Location: Port and Stbd Penetration Location
BW Tank 18 Frame 12/13 Penetration Location: Frame 76/77 Engine Room Frame 363/364 Fore Peak
Port and Stbd Void Space Tank 17 Frame 43/44 Port and Stbd Port and Stbd
Port and Stbd
MONITOR Propeller mV Monitoring Box

OFF OFF
ON
DISPLAY
1888 POWER
ON
Pr. P Pr. P Pr. S Pr. P
E E
PORT (P) P or S PROTECTION LEVELS
SET mV PORT
VOLTS STBD
2,5 mm2 2,5 mm2
AMPS BOTH
STBD (S) BOTH UNDER GOOD OVER
CONTROL SELECT
SELECTOR
SET CURRENT
TEMPERATURE RESET
AUTO MANUAL Propeller Propeller
Shaft (P) Shaft (S)
SHUTDOWN mV CONTROL PRESS
Corrintec WINCHESTER. S023 7SF. UK CL93-01 CONTROL MODULE

Propeller Shaft Propeller Shaft
Earthing Assy. Earthing Assy.
Control Unit Panel
Issue: First Illustration 3.19a Cathodic Protection System

3.19 Cathodic Protection System Operation Propeller, Rudder Stock and Stabiliser Shaft Earthing
Maker : Corrintec Protection is achieved by passing low voltage DC current between the hull To avoid electrolytic corrosion of the propeller shafts and bearings, brushes are
Type: Impressed Current metal and anodes, insulated from the hull, but in contact with the seawater. The fitted to the shafts and bonded to the ship's structure. In the case of the shafts,
Power Supply: AC 690V, 60Hz, 3ph electrical potential of the hull is maintained more negative than the anodes, i.e. a slip ring is clamped to the shaft and is earthed to the hull via brushes. A
cathodic. In this condition corrosion is minimised. Careful control is necessary second set of brushes, insulated from earth, monitors the shaft mV potential
Aurora is fitted with an impressed current cathodic protection system. This over the flow of impressed current, which will vary with the ship’s speed, and this signal is fed to a millivolt monitoring box, located in the shaft tunnels.
method of corrosion protection automatically controls electrochemical salinity and temperature of the seawater and the condition of the hull paint
corrosion of the ship’s hull structure below the water line. Cathodic protection work. If the potential of the hull is made too negative with respect to the anode, To ensure efficient bonding, the slip ring should be cleaned on a regular basis.
can be compared to a simple battery cell, consisting of two plates in an then damage to the paint film can occur electrolytically or through the
electrolyte. One of the battery plates in the electrolyte will waste away through evolution of hydrogen gas between hull steel and paint. The system on this Earth bonding of the rudder stocks and the stabiliser fin shafts consists of a
the action of the flow of electrical current if the two battery electrodes are vessel controls the impressed electrical current automatically to ensure heavy bonding cable securely bolted to the ship’s hull at one end and the rudder
connected electrically. The metal to be protected, in this case, the ship’s hull, optimum protection. Current is fed through 6 titanium electrodes situated or stabiliser shaft at the other end.
acts as the battery anode, the sea water being the electrolyte. If an external flow forward and aft of the ship. The titanium prevents the anodes themselves from
of current is impressed to reverse the normal flow in the battery, then the anode corroding and the anode surfaces are streamlined into the hull. Fixed zinc Routine checks
now acts as a cathode and ceases to waste away. In essence, this is how an reference electrodes forward and aft are used to compare the potential of the
impressed current cathodic protection system functions. The hull steel is hull with that normally found between unprotected steel and zinc electrodes. a) Record the total current on a daily basis.
maintained at an electrical potential more negative than the surrounding Sufficient current is impressed via the anodes to reduce this to a level of
seawater. between 150 and 250 mV. b) Record the reference electrode voltage on a daily basis.
For this reason, terminals normally comply with the ISGOTT Electrical Installation c) Check and clean the propeller shaft slip ring and brushes every
Recommendation 20.6, Earthing, Bonding and Cathodic Protection, which month.
states, referring to IMO recommendations for the safe transport, handling and Two sub-systems consisting of a power unit, control module, reference
storage of dangerous substances in port areas, that ship shore bonding cables electrodes and anodes are installed, one forward and one aft. System status d) Inspect and clean the control unit cooling fans and grills every
should be discouraged. High currents that can occur in earthing cables and readings are available at the control module unit and these should be inspected three months.
metallic connections are avoided. These are due to potential differences and logged each day.
between ship and terminal structure particularly due to the residual potential
difference that can exist for up to 24 hours after the shipboard I.C.C.P. has been These control units are also equipped with an alarm to give warning of any
switched off. These terminals usually utilise insulating flanges on hose system abnormalities.
connections to electrically isolate the ship and terminal structure.
Aft System
During preparations for berthing at terminals where such insulation is not
employed, or where earth connections are mandatory by local regulation, or The aft system has a power supply and control unit fitted in the stern thruster
when bunker barges come alongside, the I.C.C.P. should be switched off at room which feeds four anodes, two port and two starboard. The control unit
least 24 hours in advance. receives reference levels from two reference cells, one port and one starboard.
Fresh water operation The aft unit is supplied from the 690V MD70 busbars at deck 5.
When the vessel enters a river estuary the fresh or brackish water may limit the Forward System
spread of current from the anodes, due to the higher resistance of the water.
Normally this would cause the voltage output to increase to compensate for The forward system has a power supply and control unit fitted in the forward
this. This would be accompanied by very low current levels and the reference thruster room which feeds two anodes, one port and one starboard. The control
electrode potentials may indicate under protection. However, in this system, unit receives reference levels from two reference cells, one port and one
the output is taken care of by the computer and the system will automatically starboard.
return the hull to the optimum protective level when the vessel returns to sea
water. The forward unit is supplied from 690V MD20 busbars at deck 3.
Issue: First 3.19 Cathodic Protection System Page 1

Section 4: Propulsion System
4.1 Propulsion Control Stations
4.2 Propulsion PMS
4.3 Propulsion Control System
4.4 Propulsion Converters
4.5 Propulsion Transformers
4.6 Excitation System
4.7 Propulsion Motors
4.8 Shafting, Stern Tube and Propeller Systems
4.9 Lips System

Illustration 4.1a Propulsion Control Stations STN
ATLAS
STN 150 150

ATLAS PORT STBD 140 140
PEM PEM 130 130
150 120 120
FULL 110 FULL FULL 110 FULL
140
130 100 100
120 HALF 90 HALF HALF 90 HALF
10 FULL 110 FULL 10 80 80
100 70 70
HALF 90 HALF SLOW SLOW SLOW SLOW
60 60
5 15 80 5 15
50 50
70
MW SLOW
60
SLOW MW DEAD
40
DEAD DEAD
40
DEAD
50 30 SLOW 30 SLOW
SLOW SLOW
40 20 20
DEAD DEAD
30 10 10
SLOW SLOW
10 10
20
DEAD 20 DEAD DEAD 20 DEAD
10
0 0 SLOW 30 SLOW SLOW 30 SLOW
-50 50 10 -50 50
DEAD 20 DEAD 40 40
-100 100 SLOW 30 SLOW -100 100 50 50
SLOW SLOW SLOW SLOW
60 60
-150 150 40 -150 150
70 70
50
RPM SLOW SLOW RPM HALF 80 HALF HALF 80 HALF
60 90 90
70 100 100
FULL FULL FULL FULL
HALF 80 HALF 110 110
90 120 120
100 130 130
FULL FULL 140 140
110 150 150
120
130
140
PROPULSION
150 PROPULSION
90% AVAIL. POWER 90% AVAIL. POWER
FAILURE POWER LIMITATION FAILURE POWER LIMITATION
TELEGRAPH REM CONTR. EL. SHAFT TELEGRAPH REM CONTR. EL. SHAFT
FAILURE FAILURE FAILURE FAILURE FAILURE FAILURE PORT STBD
PEM PEM
PROPULSION 90% AVAIL. POWER PROPULSION 90% AVAIL. POWER
EMERGENCY FAILURE POWER LIMITATION FAILURE POWER LIMITATION
MANOEUVRE
TELEGRAPH REM CONTR. EL. SHAFT TELEGRAPH REM CONTR. EL. SHAFT
PROPULSION PROPULSION FAILURE FAILURE FAILURE FAILURE FAILURE FAILURE
READY READY
STAND EMERGENCY FINISHED W.
BY MANOEUVRE ENGINE
DIMMER PROPULSION PROPULSION

READY BRIDGE READY
ALARM JOYSTICK TAKE LAMP ECR
ACKNOWL. SPEEDPILOT CONTROL TEST WINGS
STOP STOP STOP STOP 1 2 3

CONV 1 CONV 2 CONV 1 CONV 2
STOP STOP ALARM TAKE LAMP STOP STOP

CONV 1 CONV 2 JOYSTICK SPEEDPILOT CONV 1 CONV 2
ACKNOWL. CONTROL TEST
DIMMER
Port/Starboard Wing Panel

Wheelhouse Central Panel
SWP TS CWP JS PWP
SWP - Starboard Wing Panel

TS - Telegraph System
CWP - Central Wheelhouse Panel
JS - Joystick System
PWP - Port Wing Panel
CC - Converter Control
ECR - Engine Control Room Panel
LCP - Local Control Panel
PEM - Propulsion Electric Motors
CC ECR
LCP
S P
PEM PEM
Issue: First Illustration 4.1a Propulsion Control Stations

Section 4 Propulsion System 4.1 Propulsion Control Stations The starting of the converters is achieved by pressing the relevant pushbutton
on the ECR or local panel.
Introduction The propulsion system may be controlled from four control positions:
Service position (which is located at the synchroconverter boards) Only the START pushbutton on the panel in service is active. However, the
The propulsion system consists of four synchroconverters supplying a varying OFF pushbutton at any control station is always active.
frequency supply from the main electrical network to two synchronous electric Local (converter room)
motors. The motors are rated at 20MW and are directly coupled to the Engine control room After pressing the START CONVERTER pushbutton, the lamp within the
propeller shafts and fixed pitch propellers. Each motor is double wound with button starts flashing until the start-up sequence is complete. This is indicated
two three-phase windings, each winding is known as a ‘half’ motor. The Bridge by the steady illumination of the READY lamp. If the start sequence is not
synchroconverters allow a ‘four quadrant operation’ which means the motor possible because of a start precondition which has not been met, the START
With the propulsion system in the bridge control mode, there are three different CONVERTER pushbutton will not flash.
can be driven and braked in each direction.
methods of controlling the ship’s speed:
The propulsion system for each shaft consists of: The telegraph levers (wheelhouse or wings) If a start precondition such as ‘pumps running’ is not fulfilled, the converter
raises a ‘time out’ alarm after 3 minutes.
Two or four transformers connected to the 6.6kV main The joystick system
switchboard in order to achieve a 12 or 24 pulse drive system. The speed pilot system. Propulsion System Start-Up Sequence
Two synchroconverters, each with a DC link reactor and Operation from the Control Stations If all the preconditions are met, the start-up sequence is initiated by pressing
independent control system. the START CONVERTER pushbutton. The start sequence runs as follows:
Local/ECR Propulsion Start-up
One brushless synchronous propulsion motor (PEM), divided into The 6.6kV circuit breaker is checked as ‘ready’
two separate windings, each displaced 30º electrically.
Before starting the propulsion system, assuming there is adequate electrical The motor oil pumps are started
One motor excitation circuit consisting of a mains transformer power available (ie, two generators on the main switchboard) the
synchroconverters must be started. The motor and transformer fans are started
supplying a thyristor regulating bridge. This bridge supplies a
varying excitation voltage to the rotor windings through a rotating Excitation is initiated, depending on which converter is master
transformer and diode arrangement. Conditions Required for Switching On Propulsion
The 6.6kV main circuit breaker is closed
Four harmonic filters are connected to the main switchboards to provide a The start command will only be accepted if the following conditions are met: All relevant feedback signals are checked
stable mains supply. The harmonic filters remove the harmful distortion caused Auxiliary electrical supplies switched on The READY indicators illuminate at all control positions
by the thyristor network action.
Emergency stop buttons released The propulsion system is now ready for service. The propulsion motor and
In the case of a converter failure or if one motor winding is damaged, the Shaft turning gear disengaged propeller will rotate when the telegraph lever is moved out of its zero position.
operation of the remaining half motor is possible. Each half motor system is
rated to enable 70% nominal torque for that shaft. To achieve the increased Shaft brake released The speed command is given by the telegraph lever. The drive will accelerate
torque, the motor temperature rise increases to class ‘F’ levels. No ‘failure’ signals pending the motor if the new command is higher than the previous one. The drive will
decelerate/brake the motor if the new speed command is lower than the
Telegraph levers on the control stand in the STOP position previous one.
‘Start allowed’ signal from IMACs available
If the telegraph lever is moved to the STOP position, the motor slows down
No interlocks present (eg: ‘Cabinet fan fault’*, etc.) gradually without being braked. If the lever is changed from AHEAD to
ASTERN or vice versa, the motor speed is decreased by braking before being
(*An override of this precondition is available by switching the override
started in the opposite direction to the original.
switch on the converter control cubicle to override position.)
If all these conditions are met, the propulsion system is ready for switching on
and the relevant converter can be started.
The ‘ready’ condition for switching on is indicated by a lamp on the converter

control cubicle and is transferred to the IMACs system.
Issue: First 4.1 Propulsion Control Stations Page 1

Illustration 4.1b Propulsion Control Stations
STN
ATLAS PORT STN STBD
PEM ATLAS PEM
150
10 10
140
130
120 5 15 5 15
FULL 110 FULL 150
PORT 100 STBD MW 140
130
MW
PEM HALF 90 HALF PEM 120
80 FULL FULL
110
70
SLOW SLOW 100
60 HALF 90 HALF
50 80
40 70
DEAD DEAD 0 SLOW
60
SLOW 0
30 SLOW -50 50 -50 50
SLOW
50
20
-100 100 40 -100 100
10 DEAD DEAD
10 30 SLOW
-150 150 SLOW -150 150
START START STOP STOP START START STOP STOP
DEAD 20 DEAD 20
CONV 1 CONV 2 CONV 1 CONV 2
SLOW SLOW
CONV 1 CONV 2 CONV 1 CONV 2 RPM RPM
30 10
10
40
PROPULSION 90% AVAIL. POWER PROPULSION 90% AVAIL. POWER DEAD 20 DEAD
FAILURE POWER LIMITATION 50 FAILURE POWER LIMITATION
SLOW SLOW SLOW 30 SLOW
60
70 START START STOP STOP 40 START START STOP STOP
HALF 80 HALF CONV 1 CONV 2 CONV 1 CONV 2 50 CONV 1 CONV 2 CONV 1 CONV 2
90 SLOW SLOW
60
100
FULL FULL 70
110 PROPULSION 90% AVAIL. POWER PROPULSION 90% AVAIL. POWER
120 HALF 80 HALF
FAILURE POWER LIMITATION FAILURE POWER LIMITATION
TELEGRAPH REM CONTR. 130 TELEGRAPH REM CONTR.
90
FAILURE FAILURE
140 FAILURE FAILURE 100
150 FULL FULL
110
120
130
140
150
STOP STOP PROPULSION PROPULSION STOP STOP

CONV 1 CONV 2 READY READY CONV 1 CONV 2
STAND BY EMERGENCY FINISHED W.
EMERGENCY PROPULSION PROPULSION EMERGENCY
MANOEUVRE ENGINE STAND FINISHED W.
STOP READY READY STOP ECR LOCAL
BY ENGINE
BRIDGE
ECR LOCAL
WINGS
ALARM ALARM ALARM EMERGENCY LAMP
ACKNOWL.
1 2 3 ACKNOWL. 1 2
ACKNOWL. MANOEUVRE TEST
ECR Control Panel Local (Converter Room) Control Panel
SWP TS CWP JS PWP
SWP - Starboard Wing Panel

TS - Telegraph System
CWP - Central Wheelhouse Panel
JS - Joystick System
PWP - Port Wing Panel
CC - Converter Control
ECR - Engine Control Room Panel
LCP - Local Control Panel
PEM - Propulsion Electric Motors
CC ECR
LCP
S P
PEM PEM
Issue: First Illustration 4.1b Propulsion Control Stations

Propulsion Shutdown Sequence To Transfer Propulsion System Control from the Local to the Service To Transfer Propulsion System Control from the Bridge (Levers) to
Position Joystick System Control
The system is usually switched off by the CONVERTER OFF pushbuttons on
the local or ECR panel. The converter will generate the OPEN command to the The transfer from service to local control and vice versa is achieved by The joystick system control is activated by pressing the JOYSTICK
main switchboard 6.6kV circuit breaker. operating a switch inside the synchroconverter (SCB) cabinet. This switch COMMAND REQUEST pushbutton at the relevant joystick station. The
overrides the changeover system with priority at the local control station. system can only be activated when bridge control is selected and the
The shut down procedure is as follows: propulsion system is on.
To Transfer Propulsion System Control from the ECR to the Bridge
Motor current is reduced to zero
Position When the telegraph has switched over to joystick control, the JOYSTICK
Open command to the 6.6kV breaker CONTROL indication is shown on the bridge mimic. The telegraph levers on
The transfer of control from the ECR to the bridge is initiated by the change- the bridge then follow the joystick system commands.
Excitation system current reduction and switch off
over system.
Oil pumps and fans off (fans delayed 20 minutes for cool down) The joystick system can be switched off manually by pressing the TAKE
a) The selector switch at the bridge is turned to the CONTROL button at one of the three lever positions on the bridge or one of
EMERGENCY OFF buttons are arranged on both bridgewings, the bridge WHEELHOUSE/WINGS position, the indicator lamp flashes. the TAKE pushbuttons at the relevant joystick control position.
central console, the ECR panel, the local console and in the control cabinet of
the synchroconverter boards. b) The ECR selector switch is turned to the To Transfer from Bridge (Levers) to Speed Pilot Control
WHEELHOUSE/WINGS position, the ECR indicator lamp
These buttons act independently of the converter control system, by directly flashes. The speed pilot function is activated by pressing the SPEED PILOT ON
opening the M10 and M20 main board 6.6kV circuit breakers. pushbutton on the bridge console. If the speed pilot system is switched on, the
c) The bridge TAKE CONTROL button is pressed and the SPEED PILOT ON lamp illuminates and the telegraph levers at the bridge are
All the emergency switches are hard-wired, connected in parallel and protected indicator lamps illuminate steadily. then controlled by the speed pilot system A feedback signal of the lever
with a wire break monitoring system. The shutdown information is transferred positions is given to the speed pilot system.
immediately to the converter in order to give the converter the possibility to The transfer of control from the bridge to the ECR is achieved by reversing the
reduce the system current before the breaker opens. above procedure. The speed pilot system can be switched off manually by pressing the TAKE
CONTROL pushbutton at one of the three lever positions on the bridge.
The ESD system can also switch off the propulsion system in an emergency. The transfer from ECR to local control is achieved directly without
acknowledgement, the local control station requests control, the ECR lamp The Telegraph System
Automatic Failure Shutdowns flashes and the buzzer sounds until the selector switch in the ECR is moved to
the local position. The telegraph system consists of five stations in total:
An automatic shutdown, by opening the converter supply 6.6kV breakers, is
initiated by the converter control system in all cases where any of the Bridge wheelhouse Bridge wing port
The control system will only accept the transfer of control position if the
propulsion components may be seriously damaged. following conditions are met: Bridge wing starboard ECR
Switching on again is possible after correction of the failure and The service control mode is not selected Local
acknowledging the fault on the converter control cubicle. No lever fault (levers not lined up) exists at the requested station If the control is moved to ECR or to local, the telegraph works as a normal
If the propulsion system is already in operation, the telegraph pointer type follow-up engine order telegraph, with commands given from the
A direct switch-on after a shutdown may be possible depending on the fault.
levers of the operation stands are both set to the same direction bridge to the ECR or local positions, which then carry out the commands. A
For example, an overcurrent situation would be cleared after the breaker’s trip.
(eg, both in AHEAD) or in the STOP position subtelegraph system is incorporated in the telegraph system. This system
transfers the FINISHED WITH ENGINES and STANDBY commands from
the bridge to the ECR and local positions respectively.
The telegraph levers at the bridge central, bridge wing port and bridge wing
starboard positions are connected together via an electrical shaft. In case of any
failures with this system an alarm would be raised. If an alarm occurs, the
control must be transferred to the bridge central position or the ECR.

Power Limitation Procedure Electric Shaft Failure Indicator Lamp Joystick Indicator Lamp
If the POWER LIMITATION alarm is raised, propulsion power has been This lamp indicates a failure in the telegraph electric shaft system. Remote This lamp indicates that the joystick system is the active control position. The
restricted and the available power does not match the requested power. This control from the wings, the speed pilot and joystick systems is not possible. An signal is generated from the telegraph system. A take-over to joystick
condition may be initiated by one of the following: audible alarm is given at the station in control and the lamp flashes. After operation is possible when:
acknowledgment, the lamp becomes steady. The bridge is the selected control station
Generator power available is too low
Converter current is too high Emergency Stop Converter 1/2 Pushbutton The relevant converter is ready (propulsion ready lamp on)
A high temperature has been monitored in the propulsion system The electrical shaft system is fully functional
This pushbutton is of the arrestable type with a cover. A reset is possible by
pressing the pushbutton again. This emergency stop acts directly at the main Speed-pilot Pushbutton
Control Station Equipment
switchboard, tripping the circuit breakers feeding the converter. This
emergency stop is hardwired and is always active at all the control stands. The This pushbutton activates the speed pilot system. The telegraph system
90% Available Power Indicator Lamp
lamp is illuminated if one of the pushbuttons is pressed. switches over to speed-pilot and generates an output signal that the take-over
The 90% AVAILABLE POWER indicator lamp is illuminated and an alarm is to the speed-pilot system has been performed successfully. The signal is
Finished With Engines Pushbutton generated by the remote control system of the propulsion system. The button
raised when one of the main diesel generators has reached 90% of its
maximum load. The propulsion system is not affected by this signal, but is only active when:
This pushbutton transfers a finished with engines (FWE) command from the
operators must be aware of the situation. bridge to the ECR and local positions. When the FWE pushbutton on the The bridge is the selected control station
bridge is pressed, all FWE lamps are illuminated. The command is accepted at
Control Selector Switch the ECR or the local stand by pressing the relevant pushbutton which then The wheelhouse (bridge central) is in control
switches off the lamps. The relevant converter is ready (propulsion ready lamp on)
This switch activates a control command request.
Wheelhouse/Wings Indicator Lamp The electrical shaft system is fully functional
Propulsion Ready Indicator Lamp
This lamp indicates that the bridge is the control station in command. The lamp Joystick/Speed-pilot Indicator Lamp
The lamp is illuminated when the start-up sequence is complete, all auxiliary flashes during take-over and becomes steady when the control transfer is
completed. This lamp indicates that the take-over to the joystick or speed pilot system has
drives are operating and the main circuit breakers are closed. The propulsion
been successfully performed. This signal is generated by the telegraph system.
motor will now start, if the telegraph lever is moved from the zero position.
ECR Indicator Lamp
Emergency Manoeuvre Pushbutton
Propulsion Failure Indicator Lamp
This lamp indicates that the ECR is the control station in command. The lamp
flashes during take-over and becomes steady when the control transfer is This pushbutton acts directly on the converter and the power management
This lamp indicates a shut down of the propulsion system. An audible alarm
completed. system to enable the propulsion motors to respond faster to commands. The
will be raised at the station in control and the lamp will flash. The alarm must
standby generator is started and made available for more power. This button is
be acknowledged at the station in control. The alarm has to be acknowledged
Local Indicator Lamp always active at all the control stations and is reset with a further push.
locally at the converter.
This lamp indicates that the local control station is the station in command. The Buzzer Pushbutton
Remote Control Failure Indicator Lamp lamp flashes during take-over and becomes steady when the control transfer is
completed. When the buzzer sounds, it can be reset by the pressing this acknowledgement
This lamp indicates a failure in the bridge control system which handles the
pushbutton. The button is always active at the station which is in control.
switching of control between the bridge/wings/speed pilot/joystick systems. Take Control Pushbutton
An audible alarm will be given at the station in control and the lamp flashes.
Acknowledge Pushbutton
After acknowledgement, the audible signal is cancelled and the lamp becomes This pushbutton transfers control from the wings, speed-pilot or joystick
steady. systems to the bridge central position. The button must also be pressed as the This pushbutton resets any alarms if the alarm condition has cleared. The
last step of bridge take-over from the ECR or local stations, to confirm the button also silences the buzzer and switches a flashing indicator to a steady
Telegraph Failure Indicator Lamp take-over. The button is active when the wings, speed-pilot or joystick systems light if the alarm condition has not cleared. The button is always active at the
are in control. control stand in control.
This lamp indicates a failure in the telegraph system. An audible alarm is given
at the station in control and the lamp flashes. After acknowledgment, the lamp
becomes steady.

Standby Pushbutton Alarms and Shutdowns The full list of propulsion system alarms and shut downs is described in the
manufacturer’s manuals.
This pushbutton transfers a standby request from the bridge to the ECR and The protection and safety devices of the propulsion system monitor and protect
local control stations. When the STANDBY pushbutton on the bridge is the complete propulsion system. In the case of a failure or a condition which In case of a blackout, some propulsion alarms are activated. In order to reduce
pressed all the STANDBY lamps are illuminated. If the command is accepted is out of the normal range of that equipment, an alarm or a shutdown will be the time taken to restart the propulsion system after a blackout, a quick reset is
either at the ECR or at the local control station, by pressing the relevant push initiated. available from the ECR. The PROPULSION OFF pushbutton is pressed twice.
button, the lamps switch off and the command is transferred.
(Note! An alarm requires attention and corrective action by the operator. If this This function is also active during normal operation but the normal reset
Lamp Test Pushbutton action is not performed, a dangerous situation for one or more items can occur. procedure is from the converter control cubicle.
The alarm will be transferred via bus connection from the propulsion system
This pushbutton tests all the panel lamps by illumination. to the IMACs system. The alarm is also indicated in parallel on the local
display in the converter control cubicle.)
Start Converter 1/2 Pushbutton
Most of the alarms are for indication and alert only. Most temperature alarms
These pushbuttons initiate the starting sequence of the propulsion converter up have a second higher temperature level, which will lead to an automatic
to the closing of the main switchboard circuit breaker. The lamp flashes during reduction of current or power/speed. For the first level alarm the operator has
this sequence and illuminates steadily when the sequence is complete and to monitor the temperature and decide on the corrective course of action to
propulsion is ready. ensure the second shutdown/reduction does not occur.
Stop Converter 1/2 Pushbutton In the case of a serious failure, the propulsion safety system will act and
immediately shut down the equipment as necessary. The shutdown will be
These pushbuttons will initiate the stopping sequence of the corresponding indicated at all control stations by the flashing of the PROPULSION
converter up to the opening of the main switchboard circuit breaker. FAILURE lamp and activation of the buzzer. The buzzer must be
acknowledged, the lamp will then be continuously illuminated. The propulsion
failure indication has to be reset at the service operation panel in the converter
room by pressing F16 RESET. If the failure still exists, the reset function is not
possible.

Illustration4.2a Propulsion PMS Bus Connection
Hardware Connections
AS/P06
0000 000 AS/P05 PMS 0000 000
PMS Starboard
Port Main Main
Switchboard Switchboard
(M10) (M20)
Bus Connection
PEM PEM
PORT Hardware Connections STBD
Converter Converter
No.1 No.2
Port Stbd
STN PROPULSION SYSTEM Propulsion STN PROPULSION SYSTEM Propulsion
Motor Motor
PEM PEM
PORT STBD
Converter Converter
Bus Connection Bus Connection
No.2 20MW No.1 20MW
Hardware Connections 0-140 RPM Hardware Connections 0-140 RPM
STN Main Switchboard STN Main Switchboard

Bus Connection TPM 1 Bus Connection TPM 1
PORT STARBOARD
Bus Connection GMM 5 (M10) Bus Connection GMM 5 (M20)

Hardware Connections Hardware Connections
Bus A
H1
Bus B
Hardware
Connections STN PROPULSION SYSTEM
CONTROL PANEL Hardware
For PEM
Connections
P01 Emergency P02 P03 P04
For PEM
CONTROL Manoeuvre CONTROL CONTROL CONTROL
Emergency
DG1 DG2 P15 DG3 Manoeuvre DG4
0000 000 0000 000 0000 000 0000 000 0000 000
Bus
Connection
ET 200
P01S P02S P03S P04S

STN MSWB STN MSWB STN MSWB STN MSWB
SAFETY DG1 SAFETY DG2 SAFETY DG3 SAFETY DG4
PANEL DG1 PANEL DG2 P15.3 PANEL DG3 PANEL DG4
SYSTEM SYSTEM SYSTEM SYSTEM
DG1 DG2 DG3 DG4
Issue: First Illustration 4.2a Propulsion PMS

4.2 Propulsion PMS If it is necessary to have more power under certain conditions, the operator has The PMS may receive from each converter, the following signals:
the option to select a higher value of minimum available power. By pressing
‘READY FOR START’
PMS and the Propulsion System the icon/button ‘MODIFY OPERATOR REQUEST’ a window with a
parameter table is opened. The operator can then enter a new minimum level ‘START PUMPS’
The control functions from the PMS act in parallel to the control functions of required active propulsion power. If the entered value is lower than the PEM
‘STOP PUMPS’
from the STN propulsion panel. The control functions in the panel have power value, the PEM value remains valid. If the operator selects a value
priority and in the case of a failure of the IMACs connection, the control can higher than the PEM value, the PMS will take that new value as the propulsion ‘START FANS’
be carried out independently from the STN propulsion panel. required power. The required power selected by the operator will also be
‘STOP FANS’
indicated as an analogue value.
Each PEM can be started and stopped separately by means of START and ‘START REQUEST’
In the mimic diagram there are three additional analogue power values
STOP icon/buttons. To start and stop the PEMs from an IMACs station
indicated. Each half motor and the active power of the PEM transformer is ‘STOP’
requires a double action. Firstly the START or STOP icon/button is pressed.
indicated. Each shaft is indicated as the total motor output. The total motor
The button indicates the ACTIVE state for 10 seconds, indicated by green ‘SPEED SETPOINT’ (O -140 rpm)
output is the summary of the active power of both half motors at the shaft.
letters and a white background. During this time, the operator has to
acknowledge the command with the EXECUTE button. Only when the Control of Propulsion Auxiliaries
The remaining power per shaft is a value calculated in the PMS. This value
EXECUTE command is entered will the START and STOP commands be indicates the remaining active power in the network which can be used from
carried out. The commands are sent from AS/P5.O or AS/P6.O to AS/P15.3 The PEM auxiliaries consist mainly of the lubrication pumps and cooling
the PEMs with the present number of running generators. This calculation of
process station. From AS/P15.3 to the propulsion control panel is hardwired, fans. These are controlled from the PMS. Separate START and the STOP
the remaining power depends on the actual main switchboard configuration.
the start and stop signals now run in parallel with the actual hardwired commands for the pumps and fans, are used for each PEM converter. For a
The remaining power is the difference between the available active power of
propulsion start and stop pushbuttons. The start and stop procedures are carried normal PEM start the PMS receives in parallel, three start commands:
the generators and the required power. This available active power is the
out from within the STN propulsion system. connected capacity of the running generators, multiplied by the power as a ‘START PUMPS’
measured value in the main switchboard from the outgoing load limitation
In order to start the PEMs, the PMS receives a hardwired start request from the ‘START FANS’
factor.
PEMs. This is a signal for the load demand system to make the necessary ‘START REOUEST’
calculations regarding power availability. If the start or stop PEM procedures Communication Between PMS and the PEMs
are running, the corresponding icon/button will indicate ‘ACTIVE’ with green The pumps and fans are separately controlled from the PMS. Only the PEM
letters and a white background. If the operator does not acknowledge the The process station AS/P5.0 communicates by a serial link to the PEM PORT ‘START’ signal involves a request to the load demand system.
START or STOP command with the EXECUTE function, the icon/buttons converter 2 and another serial link to the PEM STBD converter 2. The process
revert to the ‘NOT ACTIVE’ state. This state is indicated with black lettering station AS/P6.0 communicates by a serial link to the PEM PORT converter 1 When the propulsion system is not in use, it is still possible to start the pumps
on a grey background. The PEMs may be started or stopped again from this and another serial link to the PEM STBD converter 1. The IMACs receives all if the shaft is turning. In this case, the PMS receives a ‘START PUMPS’ and
situation by repeating the start procedure. the indication and alarm signals from the propulsion system via these serial ‘STOP PUMPS’ signal from that PEM.
links.
When the PMS receives a hardwired start request from the PEMs, it also In port it is possible to start and stop the propulsion auxiliaries using the
receives a 4-20mA SPEED SETPOINT signal, i.e. the initial speed required AUXILIARIES START/STOP icon/button on the IMACs propulsion
The hard-wired control signals for starting and stopping the propulsion and
after starting. Within the PMS are the propulsion curves for active power and auxiliaries control mimic.
auxiliaries, are connected in the same way as the process station serial links.
current over the speed available. The PMS program has the speed setpoints and
The links are connected from the converters to AS/P5.0 and AS/P6.0. All
the required active power and current for that speed. The required active power Starting Propulsion
signals to and from PEM PORT or PEM STBD are from converters 1 and 2.
from the propulsion will be indicated as analogue values for each motor.
The PMS sends its ‘START/STOP AUXILIARIES and START/STOP PEMs’
When PMS receives a start request from the PEMs, it starts a second generator. commands to each converter. On starting the propulsion system from either the propulsion control panel or
The propulsion system requires at least the full power of one generator, over an IMACs operator station, the PMS receives the START signal from the PEM
the ship’s load already supplied, as a minimum value of power. Hence, These signals are connected to the STN propulsion system in the same way as independently for each shaft. The PMS also receives the required ‘SPEED
propulsion is not available until at least two generators are online. the hard-wired buttons at the propulsion control panel. SETPOINT’ signal from the propulsion system.
The PMS may also send a ‘RELEASE FROM PMS’ and a ‘LOAD The propulsion system start request, to the PMS load demand system, initiates
LIMITATION DG POWER (100 - 75%) signal to each converter. the start step sequence for the PEMs. In normal running both half motors per
shaft are in operation, so the load demand system receives a start demand from
PEM P or PEM S. If one converter is out of order it will be indicated as PEM
P CONV 1, PEM P CONV 2, PEM S CONV1 or PEM S CONV2.
Issue: First 4.2 Propulsion PMS Page 1

Illustration4.2a Propulsion PMS Bus Connection
AS/P06
0000 000 AS/P05 PMS 0000 000
PMS Starboard
Port Main Main
(M10) (M20)
Bus Connection
PEM PEM
PORT Hardware Connections STBD
Converter Converter
No.1 No.2
Port Stbd
STN PROPULSION SYSTEM Propulsion STN PROPULSION SYSTEM Propulsion
Motor Motor
PEM PEM
PORT STBD
Converter Converter
No.2 20MW No.1 20MW
Hardware Connections 0-140 RPM Hardware Connections 0-140 RPM
STN Main Switchboard STN Main Switchboard

PORT STARBOARD
Bus Connection GMM 5 (M10) Bus Connection GMM 5 (M20)

Bus A
H1
Bus B
Hardware
Connections STN PROPULSION SYSTEM
CONTROL PANEL Hardware
For PEM
Connections
P01 Emergency P02 P03 P04
For PEM
CONTROL Manoeuvre CONTROL CONTROL CONTROL
Emergency
DG1 DG2 P15 DG3 Manoeuvre DG4
0000 000 0000 000 0000 000 0000 000 0000 000
Bus
Connection
ET 200
P01S P02S P03S P04S

STN MSWB STN MSWB STN MSWB STN MSWB
SAFETY DG1 SAFETY DG2 SAFETY DG3 SAFETY DG4
PANEL DG1 PANEL DG2 P15.3 PANEL DG3 PANEL DG4
SYSTEM SYSTEM SYSTEM SYSTEM
DG1 DG2 DG3 DG4
Issue: First Illustration 4.2a Propulsion PMS

The PEM start step sequence is also monitored by the PMS from process Starting Auxiliary Pumps and Fans If there is a problem closing the breaker, or the monitoring time for the
stations AS/P5.0 and AS/P6.0: RELEASE step in the PEM start step sequence is exceeded, the step sequence
Before the PEM can be started, the PMS has to start the auxiliary pumps and is stopped. The ‘RELEASE’ signal to the STN propulsion control is cancelled.
1) Start auxiliary pumps and fans: 30 seconds
fans with direct signals to the motor starters. The PMS then receives the
2) Load demand: 180 seconds feedback signals ‘PUMP/FAN RUNNING’. The PMS monitors the times After closing the 6.6 kV PEM circuit breakers and receiving a feedback signal
taken for this sequence and if there is a fault the step sequence is stopped, with that the breakers are closed, the PEM start procedure in the propulsion control,
3) PEM Start: 180 seconds
the failure message ‘START AUXILIARIES’. and in the PMS, is complete. The mimic motor icon is steady green and
The IMACs mimic motor icon indicates ‘READY FOR START’ in black, if all indicates ‘RUNNING’.
the PEM starting preconditions are met. In case of a failure message, the operator double clicks on the second motor
‘info’ icon, which will display the list of PEM auxiliaries. The failed auxiliary Load Demand from an Increase in Propulsion Power
If a precondition has not been met, the starting window will state: ‘NOT will be indicated with a cross.
READY FOR START’, double clicking on the motor ‘info’ icon, will show the In normal ‘at sea’ conditions, the propulsion system periodically sends the
operator the list of starting preconditions. A starting precondition which has The PEM auxiliaries for one PEM (Port) are: SPEED SETPOINT to the PMS. The PMS monitors this value. If the SPEED
been met will be indicated with a cross. SETPOINT increases, the PMS sends a load calculation request to the load
THRUST BEARING P/P PT
demand system.
If one or more conditions are missing, the message ‘NOT READY FOR PT PEM NDE BRG P/P
START’ will be indicated, along with the motor icon turning red. Initially, the load calculation is to be carried out using the new increased power
PT PEM D.E. BRG P/P
and current values over-speed, corresponding to the propulsion curves. If
The starting preconditions are: PT PEM CLG FAN 1 enough power is available, the increase signal is released. If not enough power
is available, the PMS starts the standby generator. The propulsion system does
PEM ready to start PT PEM CLG FAN 2
not have to wait for the standby generator to go online, it will increase
Auxiliaries AUTO or RUN PT PEM CLG FAN 3 propulsion power immediately, but only up to the power limitation of the
generators online at that time. If the standby generator is connected before the
PEM no failure PT PEM CLG FAN 4 load limit of the online generators is reached, the PEMs can run up without
PT PEM TRS 1.1 FAN 1 delay.
The full list of items which make up the ‘READY FOR START’ main
precondition contains the following preconditions: PT PEM TRS 1.1 FAN 2 Load Demand from Power Limitation
PT PEM TRS 1.2 FAN 1
CB READY (covers all CB alarms) If an overload occurs in the electrical network, eg, if a generator trips, the
If this precondition is not met, the operator must look in the diesel PT PEM TRS 1.2 FAN 2 power plant protection, belonging to the propulsion control system, avoids
generator’s and PEM’s circuit breaker mimic, for the single alarms. overloading the generators by immediately reducing the propulsion power to
The state ‘BREAKER NOT READY’ will be indicated with a red Load Demand System PEM Start
the level of selected power limitation of the remaining online generators.
CB icon.
When the auxiliaries are running, the start step sequence sends a request to the
At the same time, the PMS detects that the requested power, corresponding to
LINK TO THE PEM CONVERTER PANEL IN THE MSWB IS OK load demand system which will carry out the power calculation for the PEM.
the speed setpoint after a generator tripping, is higher than the available power.
The bus connection, from the PMS process station AS/P5.0 or AS/P6.0 If the actual available power is not sufficient and a standby generator is
The PMS then sends a request signal from the PEM to the load demand system
to the corresponding PEM converter panel in the STN main available, the generator is started.
for a new load calculation. If necessary, the standby generator is started. After
switchboard, is functioning. connection to the network, the propulsion power is increased to its original
The load demand system sends back a ‘RELEASE’ or ‘NO POWER
AUXILIARIES IN AUTOMATIC level.
AVAILABLE’ signal to the PEM start step sequence. If there is not enough
PEM NO FAILURE power available to start the PEM, or if the monitoring time for the step LOAD
Emergency Manoeuvring
DEMAND runs off, the step sequence is stopped, with the failure message
If there is a fault indicated at the PEM icon, the fault has to be rectified and ‘LOAD DEMAND’.
reset, using the command ‘RESET FAILURE’ in the PEM icon. At the STN propulsion system control panel, ‘Emergency Manoeuvre’ mode
can be selected. This hard-wired signal is sent from the propulsion system to
If enough power is available and the auxiliaries are running, the PMS load
If the PEM does not indicate ‘READY FOR START’ and the operator tries to the diesel generator process stations AS/P1.0 - AS/P4.0. All generators which
demand system releases the signal to allow the STN propulsion system to close
press the START button the step sequence will be stopped with the fault are stopped and ‘ready for start’ are started and connected to the network to
the PEM 6.6 kV main switchboard circuit breakers.
message ‘START NOT POSSIBLE’ and the start request is deleted from the guarantee that maximum power is available.
load demand system program. The operator must then attend to the missing
preconditions.

PEM Stopping Propulsion Power Requirements
The PEMs can be stopped with a stop button, either in the propulsion panel or 70000
from an IMACs operator station. The STN propulsion control sends a PEM 4 Generators
STOP signal to the PMS. The PMS stop step sequence which is carried out Key
contains the following steps:
Total Gen. Apparent Power (kVA)
1) Circuit breaker open: 60 seconds 60000
2) Auxiliaries running after service: 310 seconds Apparent Power Hotel & Drive System (kVA)
3) Stop auxiliary pumps and fans: 30 seconds Propulsion Power (kW) 3 Generators
The stop step sequence running is indicated by a flashing yellow PEM icon. 50000
After the PMS receives a PEM STOP signal, the PEM is directly released for
stopping. The STN propulsion control system opens the PEM 6.6kV circuit
breaker directly. The PMS monitors the opening of the breaker. If the
monitoring time for that step is exceeded, the stop sequence is stopped and the 40000
failure message ‘CB OPEN’ is displayed.
Power (kVA) 2 Generators
After the opening of the circuit breaker, the PEM auxiliary pumps and fans run
for 10 minutes. This running time is adjustable via parameters in AS/P5.0 and
30000
AS/P6.0. If the monitoring time for the ‘AUXILIARIES RUNNING AFTER
SERVICE’ step is exceeded, the step sequence is stopped and the failure
message ‘AUXILIARIES RUNNING AFTER SERVICE’ is displayed.
PMS receives a feedback signal that the fans have stopped. If the monitoring 20000
time for the ‘STOP AUXILIARY PUMPS/FANS’ step is exceeded, the step 1 Generator
sequence is stopped and the failure message ‘STOP AUXILIARY
PUMPS/FANS’ is displayed.
After receiving signal that the auxiliary pumps and fans have stopped, the PEM 10000
stop step sequence is complete and the PEM is either ‘READY FOR START’,
or in the case of a failure ‘NOT READY FOR START’.
0
0,0 20,0 40,0 60,0 80,0 100,0 120,0 140,0
Shaft Speed (Rpm)

4.3 Propulsion Control System The control systems use signals transmitted by the shaft mounted resolvers to The propulsion can now be started by pressing the pushbuttons at the selected
establish the rotational position of the two shafts and therefore the position of engine control room (ECR), local or service control station. To start the system
Introduction the propeller blades. This information is exchanged between the two shaft from the IMACS mimic diagram, ECR (or bridge) control MUST be selected.
converter control systems. The control of both converters act on this If in LOCAL or SERVICE Control mode, the ON pushbutton at the relevant
As can be seen from the illustrations, several systems combine to control the information and one drive accelerates and the other decelerates until operation panel is active.
entire propulsion system. However, these systems, the telegraph/lever system, synchronism is achieved.
joystick system, speed-pilot system, the IMACs system and the PMS system (Note! SERVICE control mode overrides the selected operation stand and is
all control, either directly or indirectly, the speed and direction demand signals In heavy seas the propellers may loose synchronism. If this is the case, the selected by a switch at the converter control unit.)
to the converters. This is mostly achieved by adjusting the required rpm signal lamps in the synchrophasing buttons will flash until the control equipment
to the synchroconverters but can also carried out by the emergency stops and achieves synchronism again. When the ON pushbutton is pressed, the converter control will start the circuit
the PMS, by opening the supply circuit breakers if required. breaker closing sequence. At the end of this sequence the main switchboard
Starting the Propulsion System 6.6kV breakers for the converters will be closed.
It is the control circuitry of the synchroconverters that converts the incoming
signals into the thyristor firing pulses. The output of these thyristors produce To start up the propulsion system, the following conditions must be fulfilled: The READY FOR OPERATION light on the converter is switched off when
the varying frequency supply to the propulsion motors. The action of the the starting command is accepted by the controls. During the starting sequence,
converters is described in section 4.4. 1.* Two or more diesel generators on line. the ON indication at the IMACs mimics will flash, at the end of the sequence
the indication will be steady.
Service/Maintenance Operation 2. Auxiliary 690V electrical supplies switched on.
The propulsion motor can now be started by moving the telegraph lever to any
The service/maintenance control station at the converters is provided only for 3. All EMERGENCY STOP switches are disengaged, ESD system included. AHEAD or ASTERN position. It will stop if the lever is set to the central
maintenance purposes and not for regular operation. STOP position. If the lever is moved from AHEAD to ASTERN or vice versa,
4. All interlocking devices clear, ie: whilst the motor is still rotating in one direction, the motor is electrically
As the service control station has the highest priority, the control of one braked to zero speed and then started in the opposite direction.
Turning gear disengaged
converter is transferred immediately to the service control station by pressing
the SERVICE button at the synchroconverter board (SCB) display. The display Shaft blocking disengaged Local Control of the Main Circuit Breakers
indicates the relevant status signals and, if applicable, the alarms and failures
*Circuit breakers for fans and excitation on
as text. With the pushbuttons under the display, the converter can be switched The main 6.6kV converter circuit breakers are controlled by the converter
on and off as well as controlling the speed of the converter output. *Conductivity of the converter cooling water within low limits control system when the LOCAL/REMOTE selector switch at the circuit
Cooling water pump running breaker is set to REMOTE. In an emergency, the propulsion system breakers
If the service control station is active, all control station’s (ECR etc) selector can be closed locally at the main switchboard using the following procedure:
switches are not active and the control indication lamps will be off. When No lever faults
switching back the control to the previous control station, the control a) Switch the LOCAL/REMOTE selector switch at the circuit
No system shutdown faults
indication lamps start to flash in order to signal that the take-over has to be breaker to LOCAL. Safety interlocking with the propulsion
acknowledged. After acknowledgement of the take-over, they illuminate 6.6kV switchboard ready system is provided to avoid critical operations.
steadily.
SFE (converter microprocessor unit) ready for operation
b) Switch the LOCAL/REMOTE selector switch at the required
(Note! The service operation directly from the synchroconverter board is Selected control telegraph is in the zero (STOP) position converter to LOCAL.
provided for maintenance by skilled staff only.)
When all the start interlock conditions are met, the READY FOR c) Switch the circuit breaker control switch to the CLOSE position.
Synchrophasing OPERATION indicator light on the converter control cubicle is illuminated. After a short premagnetisation sequence for the propulsion
This will indicate that the drive itself is ready to start. transformer, the breaker will close.
In order to reduce the noise and vibration of the rotating propellers, the
position of the blades passing the hull may be synchronised so the port and (Note! This is a different function from the READY indication on the control
starboard blades partially cancel the effects of each other. To initiate room and bridge operation panels.)
synchrophasing, the pushbutton marked SYNCHROPHASING is pressed. The
button flashes while the propellers synchronise. When synchronism is * The interlocks and conditions marked with an asterisk may be overridden
achieved, the button lamp illuminates steadily. using the START BLOCKING OVERRIDE switch located in the converter
control cubicle. This facility should only be used when it is essential to start
the propulsion system and the operator is certain that the fault(s) are purely
sensor failures. This switch is provided for emergency operation only.
Issue: First 4.3 Propulsion Control System Page 1

Illustration 4.3a Propulsion Control System Wheelhouse

Centre Overhead Wheelhouse Starboard Wing Overhead Console
Wheelhouse Port Console
Wing Overhead
Console Wheelhouse
Centre
Wheelhouse Console Wheelhouse
Port Wing Starboard Wing
Console Console
Telegraph Joystick Speedpilot

System System System
Converter Room ECR Overhead

Local Control Console
Console
ECR
Console
IMACs
AS/P05 AS/P06
0000 000 0000 000
PMS PMS
Port Starboard
Main Main
(M10) (M20) PEM
Display MCU MCU Digital Analog Thyristor
STBD
Control
Converter
Inputs/ Inputs/
No.2
Service Outputs Outputs
Operation
Rotor
Panel
Position/
Speed
Feedback Stbd
STN PROPULSION SYSTEM Propulsion
Motor
PEM
STN Main Switchboard STN
STNMain
MainSwitchboard
Switchboard STBD
PORT STARBOARD
STARBOARD Converter
(M10) (M20)
(M20) No.1
20MW
0-140 RPM
Issue: First Illustration 4.3a Propulsion Control System

Switching Off the Propulsion System 5 Cooling fan M4 PEM1 There is a manufacturer’s supplied matrix that states the reaction of the
propulsion system to every failure which may occur. This matrix is detailed
6 Cooling fan M5 PEM1
The propulsion system is stopped/switched off by pressing one of the OFF within the manufacturer’s handbook. The matrix states the effects on converter
pushbuttons at either the ECR panel, the local panel or at the converter unit. If 7 Cooling fan M6 PEM1 No.1 with respect to failures in converter No.2. Generally, three different kinds
required, the circuit breaker OPEN/CLOSE switch may be switched to OPEN of failures can occur; alarm, slowdown and shutdown.
to switch off the system by directly opening the circuit breaker.
9 Cooling fan M8 PEM1 Alarm
At all the control stations, EMERGENCY STOP switches are fitted. These
10 Generators no.1 and no.2 sea water cooling pump
stops will open the main circuit breaker in case of any control system failure. An alarm indicates that a visual inspection of the related equipment must be
(If not already running)
These switches are protected against inadvertent operation by a protective lid. carried out in order to find the cause for the alarm. For a temperature alarm it
It should be noted that these stops have to be re-pressed after operation to 12 Generators no.1 and no.2 LT cooling pump is also an indication that without any corrective action, an automatic power
release the stop command. The EMERGENCY STOP switch at the converter (If not already running) reduction may occur as the next step.
is of the twistlock type which must be released by twisting after operation. The
ESD system is connected to the same circuit as the emergency stop switches. The propulsion group start sequence for propulsion plant No.2 is as follows: Slowdown
(Note! All the OFF and EMERGENCY STOP switches are active at all times Delay (sec) Item A slowdown will be activated if temperatures override a predefined level. This
independent of which control position is selected.) 0 Transformer room 4 fan no.1 is to protect the propulsion system in the case of dangerous temperatures and
to avoid a propulsion shutdown. During a slowdown, the relevant temperature
Emergency Manoeuvre 0 Transformer room 4 fan no.2 must be monitored permanently by the operator. A decision to reduce or switch
0 Jacking pump M11/12 off the propulsion system, to avoid possible further damage, must be made if a
A switch marked EMERGENCY MANOEUVRE is located at each of the further increase of temperature occurs.
bridge, ECR and local panels. Operation of this button causes the propulsion 0 Jacking pump M13/14
system to operate from an alternative, faster set of acceleration and operation 0 Thrust bearing lubricating oil pump Shutdown
parameters. The required value integrator is faster and the normal power
limitations are cancelled. At the same time a signal is sent to the diesel 1 Cooling fan L2 A shutdown is initiated in all cases, where an immediate switch off is necessary
generator PMS system to start and connect the standby generator. 2 Cooling fan M1 PEM2 for the protection of the plant. In this case the main switchboard breaker will
be opened.
Propulsion Group Start and Stop Function 3 Cooling fan M2 PEM2
The reactions of the system may be different due to the fact that two converters
If the port propulsion system is given a start command, start sequence No.1 is supply one motor. In the case of a failure the effect on the system may differ,
initiated. The starboard propulsion system start sequence is No.2. 5 Cooling fan M4 PEM2 dependent on wether the converter system is the master or slave. A master
converter will generate the torque command for the slave converter. If the
The propulsion group start sequence for propulsion plant No.1 is as follows: master is affected, the slave will also be regulated. If just the slave is affected,
7 Cooling fan M6 PEM2 the master will continue to operate without any reduction. If a shutdown of the
Delay (sec) Item master converter does occur, the slave automatically takes over as the master.
0 Transformer room 3 fan no.1
9 Cooling fan M8 PEM2 The motor is equipped with two sets of monitoring sensors, one for each
0 Transformer room 3 fan no.2 10 Generators no.3 and no.4 sea water cooling pump (If not converter, therefore both converters monitor and protect the motor. This
already running) monitoring is independent at each converter. Only in the case of a power
0 Jacking pump M11/12
limitation is there any interaction.
0 Jacking pump M13/14 12 Generators no.3 and no.4 LT cooling pump (If not already
running) If any equipment in the motor exciter system indicates a high temperature,
0 Thrust bearing lubricating oil pump
there is a reduction in the exciter current to 90% of the nominal current. The
1 Cooling fan L1 Propulsion Cause and Effect Matrix stator current will also be reduced to 50% of the nominal current.
2 Cooling fan M1 PEM1 All the various sensors in the propulsion system are monitored by the converter
3 Cooling fan M2 PEM1 control system. This control system dictates the actions of the propulsion
system in the case of a monitored failure. The exceptions are the control and
4 Cooling fan M3 PEM1 monitoring of the auxiliary equipment of the propulsion motor and the
transformers from the IMACs system and the motor control centres.
Issue: First 4.3 Propulsion Control System Page 2

Illustration 4.4a Propulsion Converters LCC MCC
Network Bridge Machine Bridge
Thyristor Cubicle DCC Reactor Thyristor Cubicle
MOTOR RATED EMERGENCY RATED
PT PEM Converter 1 A7 A6 A5
Power (kW) 20 12.8
Speed (rpm) 140 129
Frequency (Hz) 18.7 17.2
Voltage (V) 3.867 3.78
TRS 1.1 Current (A) 1.64 2.165
3 Ph Power Excit. Voltage 400 320
udd
Sensing Excit. Current 250 250
Excit. Max. 320 320
Isolator PT PEM
From Transformers Cubicle M
3 Ph
Main 6600V 6 AC
8pol Resolver
Switchboard 8.4MVA
A4
3 Ph Converter
Current
Sensing 2
R< Speed
TRS 1.2 Exc. Indication etc
Current
Sensing
idd
Excitation
Voltage Current Exc.
Controller Controller Control Speed and
Shaft Position
Feedback to
Speed Current LCC Pulse controller
Controller Controller Control Amp.
Remote Speed Pulse A2
Control Demand Amp.
Stations Signal MCC
Control
Excitation
# # TRS 1
Transformer
n n
AC 230V
P A Cooler
Control Voltage
Fans
LCC/MCC
Standstill
Lighting Impulses Regulation
Heating Key
A7 A6 A5 A4 A2 A1
Signal/Control
6600 /2000 V
A3
3 AC Fans
690 V
AC 230V AC 690V
A1 230V
LCC Choke MCC Isol. Cooler Exc. Loop Control
A1 CABINET Designation
Converter Cubicle Designation
Issue: First Illustration 4.4a Propulsion Converters

4.4 Propulsion Converters Operation The motor inverter bridge MCC is also arranged also as a 6-pulse bridge and
generates a 3-phase AC voltage at the required variable frequency. The inverter
Manufacturer: STN Atlas Sam Electronics Due to the different vector groups of the propulsion transformers, each consists of 24 thyristors, 4 connected in series in each phase (these are shown
Rated: 10MW converter system operates as a single 12-pulse converter system, relative to the in illustration 4.4b). The number of thyristors in series is defined as n+l, which
Supply Voltage: 2 x 2,000V 3-Phase main electrical network. The second converter operates identically as an means, that although just 3 thyristors are necessary for a safe operation, the
Supply Frequency: 60Hz independent 12-pulse system. This means, that even with only one converter fourth thyristor is provided to increase the levels of reliability, as operation
Output Voltage: 3900V 3-Phase system in use, the propulsion system operates as a 12-pulse system. This with one thyristor in a short circuit condition is possible.
Output Frequency: 0-18.67Hz reduces the harmonic distortion on the network.
Output Current: 1,624A
Output Current in A further improvement is the installation of the harmonic filters, these enable
Half Motor Operation: 2,190A (70% Torque) a total harmonic distortion (THD) factor of <5%. As well as the harmonic
LCC Thyristors: 12 reduction, the power factor is also improved. The filters act independently
MCC Thyristors: 24 from the converter operation.
Control Supply: 690V
Excitation Supply: 400V 320A Each of the two LCC line rectifiers is arranged as 6-pulse bridge, consisting of
6 thyristors each. The two bridges are connected in series and these
Introduction controllable rectifiers generate a variable DC voltage. The LCC panel has a
damping unit to protect the thyristors against any overvoltage peaks. This
The propulsion converters are situated in the converter room in compartment damping unit operates as an RC circuit and is connected to each rectifier via
14 on deck 3. There are 4 converters, 2 for each motor, 1 converter for each fuses.
half motor. The converters consist of:
The network bridge (LCC)
The DC reactor (DCC)
The machine (motor) bridge (MCC) Converter Cabinet A5: MCC Thyristors
The motor excitation equipment
Converter Drive System Layout
The control equipment
The thyristor cooling equipment The converter cabinets are divided into two areas: the power section and the
control section.
The line converter bridge LCC rectifies the 6.6kV 3-phase supply into a DC
level which then passes through the DC link reactor (a large 4mH choke) to Power Section
damp out any surges and eliminate the worst of any current transients. The DC
level then feeds the machine (motor) bridge MCC. The thyristors in this bridge The power cubicles contain the following equipment:
act as a controlled inverter to reconstruct the AC motor supply at whichever
LCC and MCC thyristors
frequency corresponds to the speed required by the control system. The
converters cabinets also contain the field converter (FSR), which supplies the DCC, the DC link reactor
propulsion motor excitation current for the rotor windings. Converter Cabinet A7: LCC Thyristors
DC transformer for the detection of the DC link current (LEM shunt)
Whichever converter is switched on first, during the propulsion start-up The DC smoothing reactor DCC ensures an almost constant DC current in the Voltage measuring unit for the measurement of the machine
procedure, automatically becomes the ‘master’ converter and the excitation intermediate circuit. The reactor smooths any differences between the rectified voltage and the synchronisation of the machine converter
equipment in this converter is used for excitation. line voltage and the motor voltage.
Insulation supervision/monitoring equipment for the power circuit
This high voltage (officially classed as medium voltage, MV) equipment

performs the actual supply shaping according to the converter control system
regulation.
Issue: First 4.4 Propulsion Converters Page 1

Illustration 4.4b Propulsion Converters Power Circuits
M10 Main Switchboard M20 Main Switchboard
6.6kV 60Hz P2 P10 6.6kV 60Hz
Premag. T/Fs
ER 1800kVA PT PEM PT PEM 8400kVA 8400kVA PT PEM PT PEM 1800kVA ER

TRS3 6,6kV TRS2. 1 TRS2. 2 6,6kV 6,6kV TRS1. 2 TRS1. 1 6,6kV TRS2
690V 2,0kV 2,0kV 690V
3 phase 3 phase
3 phase
3 phase
3 phase PT PEM CONV2 3 phase 3 phase 3 phase 3 phase PT PEM CONV1
3 phase
LCC 30o 0o LCC 0o 30o

CP CP
Control Control
EXC EXC
DCC MCC MCC DCC
Isolator 0o Isolator 30o
3 phase
Key
6600 V
Propulsion
PT PEM V1 0o Motor PT PEM
Half Motor 2 690 V
Exciter (Port) PEM V2 W2 Exciter
TRS2 U1 W1 30o TRS1
U2 450 V
Half Motor 1
3 phase
RPT2 RPT1
Xn2 Xn1 3 phase

3 phase
3 phase
ME 10.2 Engine Room ME 20.1 Engine Room

(690V/60Hz) (690V/60Hz)
Issue: First Illustration 4.4b Propulsion Converters Power Circuits

DC Reactor Control Software The converter control is designed as a multiple-loop system, integrating speed,
power, torque and current controllers.
The DC reactor is used for smoothing the current ripple and for decoupling the The digital control and regulation functions are mostly implemented in the
LCC line rectifiers and the MCC motor converters. Each of the converters has software. The software includes the following functions: The local control facility at the synchroconverter board (SCB) is for service
its own DC reactor. The reactors are water-cooled and this reduces the size and and maintenance. Local operation is possible by means of pushbuttons in the
Plant protection
the weight of the reactor. The cooling water flows directly through the square control panel of the integrated display. Output speed adjustment can be
hollow copper windings which have a stainless steel water carrying tube Close (converter-near) control: ie, start/stop (on/off) control, achieved via the pushbuttons.
inside. fault and error processing with identification and display
Machine voltage control with secondary exciter current Readouts of the actual speed and power are provided at the synchroconverter
control for the field converter (FSR) board. Other data is available on the display at the operation panel.
Speed control Key Interlock System

Control of parameters for the stator current controller
on the trigger equipment for the line converters (LCC) The propulsion converter cabinets are fitted with a key interlock system to
allow safe access for maintenance and repair. The interlocking system ensures
Firing angle control characteristics for the adjustment
that parts which may be subject to high voltage are isolated and earthed before
of the MCC network calculated over the machine frequency
access is available.
Monitoring of machine frequency and the starting sequence
The key interlocking system for the converters allows for safe access to the
Presetting of setpoints, limitation
converter equipment for maintenance and repair. It ensures that the access to
Diagnostics, fault detection, signal recording and event memory high voltage parts is prohibited in all cases, where the correct switch off/down
and earthing procedure of the main breaker is not performed completely or in
Control Hardware the wrong order. A certain step by step procedure is required to gain access to
the keys for the converter cubicles.
Monitoring functions and pulsing functions are implemented in the form of
digital and/or analogue hardware such as: The key interlocking system also ensures the correct step-by-step procedure
Converter Cabinet A6: DCC Reactor The input and output of binary signals for switch-on of the propulsion system up to the closing of the HV breaker. The
interlocking system ensures that the converter doors can only be opened if:
The DC chokes are protected by Pt100 sensors in the windings and are Stator current controller
connected to the converter control system for monitoring via the IMACs Mains converter synchronous signals The 6.6kV propulsion breaker is off and the outgoing circuit
system. is earthed by the earth connector.
Control of pulsing the DC link.
Control Section High speed protective functions (pulse locking etc) The connection between the motor and converter
is interrupted by open isolator switches in the isolator cubicle.
The control cubicles contain the following equipment: Pulse amplifiers for the line, machine and field converters
Trigger circuitry for the line converter (LCC), machine converter With these preconditions and proper visible earthing and short-circuiting by
3-phase AC transformer for the LCC synchronisation voltage
(MCC) and the field converter (FSR) the earthing device, a safe condition for maintenance or repair is reached.
Field converter for the power section
Digital to analogue converters The interlock system is designed as a mechanical system, no electrical power
3 DC transformers and one rectifier for exciter current measurement
Adaptation/monitoring equipment for the control parameters/voltages is needed for safe operational conditions. Access to the converter cubicles is
Transformers for the synchronisation of the field and line converters also possible in the case of a blackout.
Control and exciter contactors, insulation monitoring relays, fuse The control equipment regulates the line converter subject to secondary stator
current control. The machine converter is subjected to speed-dependent firing- The system consists of door locks and key exchange boxes. The door locks are
disconnecting switches
angle control and the excitation of the machine is subject to machine voltage used for the locking of the panel doors and the isolator switches. Where it is
Control PLCs and input/output cards control with secondary exciter current control as well. necessary to gain access to more than one key, a key exchange box with a
master key and a number of further keys is provided.
The interface to the thyristors is the hardware based current controller. The
thyristor firing pulse drivers and pulse amplifiers are hardware based to ensure
protection in the case of a microprocessor control fault.

Cooling Equipment The operation of each converter is independent from each other. Special g) Open the doors to the isolator cubicle A4 with the two keys.
consideration of the half motor operation is not necessary.
All the power thyristors as well as all the other main heat dissipating h) Using the HV probe, prove dead each phase of the busbars.
components, such as the damping resistors, are water-cooled by de-ionised It should be remembered that the low voltage circuits within the converter
water. cabinets are not controlled under the interlock system. They should be isolated
independently.
One cooler equipment panel for each converter is provided. There are two
circulation pumps and de-ionisation equipment, as well as their monitoring and Procedure to Access the Converter Cubicles
control equipment. One pump serves as a standby unit. The monitoring and
control of the cooling system is provided by a separate cooling PLC system, This procedure starts with the propulsion system in operation and finishes with
although the converter control control circuitry controls some of the main the converters in the maintenance condition.
safety features in parallel with the cooler PLC.
a) Switch off the relevant part of the propulsion system at the ECR
or local panel.
b) Select local control at the relevant circuit breaker of the

propulsion system and open the breaker.
c) Rack out the breaker to the isolated position.
d) Prove the circuit dead by testing with a voltmeter for O volts at

neon indicator test points K1, K2, K3; the nominal voltage will be
63V, when the breaker is in circuit. Converter Cabinet A4: Isolator Unit
e) Apply the circuit main earth and lock in the earthing position with i) Open the 3 isolator switches and lock the handles in the isolated
the Arel CME key. The CME key can now be removed. Note that position with the internal AREL locking arrangement. Note that
applying the circuit main earth also closes a relay contact to earth, one isolator switch is at the rear.
preventing excitation from the prime mover. Place caution boards
in the vicinity. j) Remove the keys from the locked open isolator switches. Place
caution boards locally.
Converter Cabinet A3: Cooling Unit f) At the relevant converter (CONV 1 or 2), insert the CME key into
the key exchange box No.1 and unlock. Remove the two keys, K3 k) insert all 3 keys into exchange box No.2 and turn them to the
The converter cabinets have roof-mounted fans to provide circulated air and K4 for the isolator cubicle door. locked position. The master key can now released.
cooling of the busbars etc. All cubicle temperatures and fans are monitored to
avoid any critical situations. l) Insert the box No.2 master key into exchange box No.3 and
release all six converter door keys. Open only the cubicle doors
The key exchange box allows one key to release a number of others. A required for maintenance access or repair.
mechanical interlock in the keybox ensures that all keys are blocked in the
locks and can only be released by the master key. If one or more keys are m) Using the HV probe, test for dead conditions at the point of work
removed/used, then the master key is trapped in the keybox until their return. and the secondary of the transformer.
The same principle is used for the door locks, where the key is trapped in the n) Apply hand earths at the point of work and at the secondary of the
panel door. Only if the door is closed and the door key is turned to the closed transformer. Place caution boards locally.
position, can the key be removed.
The propulsion converter is now ready for maintenance. To put the converter
All four converters are equipped with their own key interlocking system. The back into operation, the above sequence is reversed.
key codes between the four converters are different and relevant to one
converter only. Any work on another converter, which is not switched off, is (Note! The low voltage circuits in the converter cubicles must be switched off
prevented. Converter Key Exchange Box separately. A key interlocking system is not provided for the low voltage
circuits.)

Harmonic Filters The harmonic filters should always be connected to the main switchboard Procedure to Access the Harmonic Filter Room
when the propulsion system is on. The converter control system will
Manufacturer: AEG automatically connect and disconnect the filters according to the propulsion This procedure starts with the harmonic filters in operation and finishes with
Type: AF-6.6 F5.11/2850 E system requirements. the harmonic filters in the maintenance condition.
Primary Voltage: 6,600V
Cooling: Natural air circulation In the case of unforeseen circumstances, one pair of harmonic filters can be a) With the propulsion system off, switch the filter circuit breaker to
disconnected from the main switchboard. However, the propulsion system load local control at the main switchboard.
The switching action of the large thyristors gives rise to severe distortion of the must be reduced when operating in this condition. The load on the filters must
electrical network supply. Large spikes can appear as well as general distortion not exceed 250A. This current can be monitored via the IMACS mimic. There b) Switch the circuit breaker to open.
of the waveforms at the different harmonic levels. is no automatic power reduction during operation on one main switchboard’s
filter network. c) Rack out the breaker to the isolated position.
Whilst not affecting the propulsion plant directly, the distortion has a
detrimental effect on sensitive consumers such as computers and other The filter reactors are fitted with temperature monitoring Pt100 sensors. The d) Prove the circuit dead by testing with a voltmeter for O volts at
electronic consumers. It is therefore desirable to reduce the effects of this filter current is monitored by current transformers and a 24V current neon indicator test points K1, K2, K3; the nominal voltage will be
distortion to a minimum. transducer. 63V when the breaker is in circuit.
The electrical spacing of 30º between the two propulsion half motors has the e) Apply the circuit main earth and lock in the earthing position with
effect of reducing the distortion by half. This is achieved by halving the current the Arel CME key. The CME key can now be removed. Place
levels switched on and off at any one time and removing the 5th and 7th caution boards locally.
harmonics completely, as they cancel each other out on the primary side of the
propulsion transformers. f) Repeat the procedure for the other filter.
The harmonics that are left are reduced to approximately 5% of their original g) Insert both CME keys in the filter room door lock and unlock, the
levels by the harmonic filters. The filters consist of capacitors and reactors that keys are trapped within this lock until the door is closed again.
are tuned to resonate at the remaining harmonic frequencies, effectively
cancelling out the harmful harmonics and producing a ‘clean’ network supply. h) Using the HV probe, test for dead conditions at each phase of both
Each filter is divided into top and bottom circuits, each circuit contains filters.
different values of capacitors and reactors.
i) Apply hand earths at the point of work. Place caution boards
The harmonic filters are divided into two groups. Each group consists of two locally.
filters and these are both fed from one of the main switchboards. The forward
two are fed from main switchboard M10 unit 4, breakers HF1 and HF2. The The filter circuits are now ready for maintenance. The harmonic filter’s
after two are fed from main switchboard M20 unit 8, breakers HF3 and HF4. capacitors are completely discharged approximately 1 second after the breaker
opens, by voltage transformers.
Harmonic Filters
The harmonic filter circuits also comprise a 24V low voltage monitoring
circuit which should also be isolated before entry into the filter rooms. The
24V supply originates from the UPS of either M10 or M20 main switchboards.
To put the filters back into operation, the above sequence is reversed.

Illustration 4.5a Propulsion Transformers Main Switchboard M10 M M Main Switchboard M20
M M M M
Propulsion Port Port Port Port Stbd Stbd Stbd Stbd

Transformers PEM PEM PEM PEM PEM PEM PEM PEM
6600/1900V T/F T/F T/F T/F T/F T/F T/F T/F
Secondary (L.V.) Laminated 8.8MVA 2.1 2.2 1.1 1.2 2.1 2.2 1.1 1.2
Connections Core
Port PEM R R Port PEM Stbd PEM R R Stbd PEM

Converter Converter Converter Converter
No.2 No.1 No.2 No.1
Primary (H.V.)
Winding
Primary (H.V.)
Secondary (L.V.) Connections
Winding
20MW Port 20MW Starboard

0-140 RPM Propulsion 0-140 RPM Propulsion
Motor Motor
Supporting
Stays Premagnetising
Connections
Premagnetising
Transformer Forward
Mounting
Frame
Main Switchboard M20
Port Port Port Port Stbd Stbd Stbd Stbd

T/F T/F T/F T/F T/F T/F T/F T/F
2.1 2.2 1.1 1.2 2.1 2.2 1.1 1.2
Propulsion
Transformers Port Starboard
Location Converter
Room Converter Port 1 Converter Stbd 2
Deck 3
Propulsion Zone 15
Transformer - End View Converter Port 2 Converter Stbd 1
Chemical
Store
Hotel Store
Issue: First Illustration 4.5a Propulsion Transformers

4.5 Propulsion Transformers The propulsion transformers have a premagnetising transformer fitted within The cooling fans and anti-condensation heaters are fed as follows:
the housing:
Manufacturer: SGB Starkstrom Transformer Fans/Heaters Premag T/F Monitoring
Manufacturer’s No.s 201444, 201445, 201446, 201447, Manufacturer: SGB Starkstrom Feed Feed
201448, 201449, 201450, 201451 Manufacturer’s No.s 201452, 201453, 201454, 201455 Port PEM TRS 1.1: IMACs P6.0
Specification: Dry, cast resin. Prepeg secondary winding Specification: Three phase, dry, air cooled Port PEM TRS 1.2: IMACs P6.0
Type: DTTHCG 8000/10 Type: DTTHC40/10 Port PEM TRS 2.1: IMACs P5.0
Output Power: 8,400kVA Output Power: 40kVA Port PEM TRS 2.2: ME 21.1 ME 20.1 IMACs P5.0
Primary Voltage: 6,600V Primary Voltage: 690V Stbd PEM TRS 1.1: IMACs P6.0
Secondary Voltage: 2,000V Secondary Voltage: 470V Stbd PEM TRS 1.2: ME 21.2 ME 20.2 IMACs P6.0
Total Weight: 17,000kG Secondary Current: 49.1A Stbd PEM TRS 2.1: IMACs P5.0
Protection Rating: IP 44 Stbd PEM TRS 2.2: ME 21.1 ME10.1 IMACs P5.0
Cooling: Forced air, fresh water hydrocooled The purpose of the premagnetising transformer is to raise the core flux before
Insulation: Class F the main primary voltage is applied. This prevents the huge current inrush Construction
which would otherwise be required to ‘start’ these transformers. The
Each drive motor’s two converters are supplied by four propulsion premagnetising transformer primary voltage is supplied from the engine room The transformers are of the cast resin type with a prepeg secondary winding.
transformers. Two transformers are connected in parallel and are supplied by a substations under the control of the converter control equipment. The The core sheets are insulated on both sides and made of grain-oriented low loss
common 6.6kV main switchboard breaker. The principle of these two premagnetising transformers apply a low voltage to the primary windings and laminations.
transformers is identical to a three winding transformer with a 30º shift are energised for a few seconds before the main 6.6kV supply circuit breakers
between the secondary windings. are closed. There are current transformers mounted between the transformer The coils of both the primary and secondary sides are split into two parts and
and the main transformer primary side to detect short circuits. If any are connected via screwed busbars to each other.
The propulsion transformers adapt the network voltage (6.6kV) to the detected, the control circuits switch off the supply to the premagnetising
requirements of the propulsion synchroconverters and motors. The transformer. In the case of a failure involving the removal of a coil, the ceiling height above
transformers act as commutation reactors and also reduce the short circuit each transformer is high enough to allow this repair.
current in the case of any failures. The transformer requirements of a The propulsion transformers have temperature monitoring in the form of
synchroconverter are split into 2 separate transformers to enable a more PT100 sensor probes embedded within the windings of each low voltage
manageable and suitable installation. (secondary) coil, in the central core and in the circulated airstream. There is
also a spare probe embedded in the windings should the first one fail. These
The transformers are totally enclosed with integrated air/water coolers and sensors are connected to the converter control circuits where they can be
ventilation fans. Two fans per transformer provide the necessary air flow. The monitored via the IMACs system. An alarm will be raised, should the
air flow as well as the air temperature is monitored. Standstill heaters are fitted temperature of the windings or the air reach above 135ºC. The coolers are also
to avoid any condensation when the transformer is switched off. There are fitted with leakage detection units and these are connected to the IMACs
three 1000W heaters and they are fully automatic in operation. system.
The heat exchangers are fed with water from the LT auxiliary consumer’s
circuit. The internal circulating air fans draw hot air from the upper area of the
core and windings and circulate it through the cooler, before returning it to the
lower side of the windings and core. The cooling fan motors are 3.1 kW, 690V,
3.1A.
The propulsion transformers are also fitted with removable side shutters to
provide emergency cooling should the internal system fail. The temperatures
must be closely monitored when operating in this condition.
Issue: First 4.5 Propulsion Transformers Page 1

Illustration 4.6a Excitation System Converter No.1 Converter No.2
JB1
1U1 3U1 5U1 2U1 4U1 6U1
JB2 Overvoltage
protection
Unit
Excitor Rotor Excitor
Winding Stator
V4 V5 V6
Rotor Winding
Winding
V21
Motor
Stator
Winding
M G
V20 V1 V2 V3
U1 V1 W1
Rotor JB3
Stator Winding Stator Core Winding Rotating Diodes
JB1 JB2
Starpoint Starpoint Converter No.2

Upper Bearing System No.1 System No.2
Housing
Shield D.E.
Excitor Stator
Frame Propulsion Motor Excitation Electrical Diagram
(removable)
Excitor Stator
Winding
Excitor Rotor
Rotating Winding
Diodes
Upper Bearing
Rotor Housing
Protection
Unit
Lower Bearing
Housing Lower Bearing
Housing
Bearing-Block
Mounting D.E. Wooden Bars
Bearing-Block
Mounting N.D.E
Issue: First Illustration 4.6a Excitation System

4.6 Excitation System Since the voltage transmission ratio of the asynchronous exciter changes with
the speed of rotation of the machine, the exciting current is controlled on the
Propulsion Motor Excitation Transformers excitation stator by the 3-phase controller. The exciting current is therefore
controlled so that the terminal voltage of the motor increases uniformly with
Specification: Three phase, dry, air cooled the speed of rotation.
Manufacturer: J Schneider
Type: DLAB 250F-981116T7 Under single converter operation with one winding system, the motor flux is
Output Power: 250kVA increased by 5% from an increase in the exciter current and so the terminal
Primary Voltage: 690V voltage of the motor will increase accordingly. This condition is uncritical
Secondary Voltage: 690V because the exciter current is lower than normal due to the absence of the
Secondary Current: 361A second stator. A temperature rise in the running winding will be noticeable
Total Weight: 990kG when running in this condition.
The DC excitation for the motor is supplied by an asynchronous brushless In order to generate a high starting torque, the exciter current is increased to
exciter machine with a rotating diode rectifier. The excitation power is 100% during motor starting. This reaches a maximum terminal voltage at low
supplied via excitation transformers, which are fed from ME10 and ME20. The speeds. The length of time spent in this condition is monitored by the control
transformers will allow operation to be sustained with an earth fault on the circuitry which will only allow this high exciter current for a defined time.
690V supply.
Each motor has two complete excitation converter systems, one in converter
panel CONV1 and an identical excitation converter system in converter CONV
2, allowing full redundancy. The motor can be supplied from either of these
excitation systems. However, whichever converter is switched on first, during
the propulsion start-up procedure, automatically becomes the master converter
and the excitation converter in this converter is the one used for excitation. The
other excitation system is then interlocked from operation.
The exciter is incorporated within the frame of the propulsion motor and is an
asynchronous generator with a wound rotor. The rotor windings are connected
to the 3-phase rotating diode bridge. The transfer frequency and therefore the
power transfer capability, depends on the speed of the rotor. In order to provide
sufficient power in all operating conditions, the rotating field on the stator is
fed in the opposite direction, so that the frequency minimum occurs at zero
speed. If the direction of rotation is changed, the second exciter set is switched
on with a different phase sequence. The frequency increases with the speed in
both directions.
The 3-phase field converter (FSR) consists of two antiparallel thyristors per
phase. The excitation control equipment functions as an automatic voltage
regulator to boost or reduce the rotor magnetic field according to the required
motor output power. It does this by altering the firing angle of the thyristors
regulating the current applied to the rotor windings via the rotating
transformer.
The rotating part of the exciter system consists of a B6 rectifier bridge with an
overvoltage protection circuit. Two thyristors in series are connected to the DC
output of the diode bridge. These thyristors are controlled by means of a firing
unit, which generates a firing pulse in case of overvoltage. A moulded RC
circuit smooths out transient overvoltages.
Issue: First 4.6 Excitation System Page 1

Illustration 4.7a Propulsion Motor
Stator Core Centre Line
Cable Measurement
Entry Cable Entry Cable Entry
Box System 1 Supply System 2
Cooling Water Cooling Water
Inlet Outlet
Lifting
Jack JB1 JB3 JB4 JB2
PT100
Air Temperature PT100
Measurement Air Temperature
Measurement
Fan Motor a t io n
6kW/690/AC/60Hz Fan Motor R ot
SB PEM
6kW/690/AC/60Hz
PT PEM
Speed
Resolver
Cooling
Space For JOP
Space Inspection Water
Heater Opening Feather
Element
Bearing Bearing
Insulation Insulation Space
Heater
Space
Heater
Leakage Detector Drainage
Issue: First Illustration 4.7a Propulsion Motor

4.7 Propulsion Motors Stator Resolver and Shaft Synchronisation
Manufacturer: AEG Order No. 98-4003 The stator frame is made of welded steel plates and cross members. The Each motor is equipped with a resolver system on the shaft at the non-drive end
Type: Synchronous, 12/24 Pole laminations are made of bundles of overlapping layered metal segments of the propulsion motor to monitor the speed of the rotor and its position in
Model Type: S 5 L 2000 M 66-16 SE+WK welded in open grooves within the housing. The segments are 0.5mm thick low respect to the stator field. This positional information is critical to the firing
Serial No.s: 99-402069 (S) 99-402070 (P) loss insulated sheet metal coated with heat resistant paint sequence of the converter drive when starting the motor.
Rated: 20MW
Torque: 1,365kNm The windings consist of two separate 3-phase systems displaced by 30 The resolver consists of a stator fed by a high frequency sinusoidal current of
Torque, one winding: 955kNm (70%) electrical degrees. Each winding is made up of double-insulated copper bars 10kHz and two sensor coils that have a 90º phase shift. Using the high
Voltage: 2 x 3,900V wedged in the slots of the magnetic core and retained by groove sealing frequency supply, the resolver generates a voltage at zero rpm in the two coils.
Current: 2 x 1624A wedges. Fibreglass is used as as a support material, mica as an electrical barrier The amplitude of the induced voltage corresponds with the angle of the coil in
Speed: 0 - 140rpm and epoxy resin as a binding agent. The coils are electrically connected by hard respect to the fixed stator. As the second coil is 90º phase shifted to the first
Frequency: 0 - 18.67Hz soldering. The winding is sprayed entirely with oil and creep-resistant enamel. one, this allows an indication of the direction of rotation. After elimination of
Connection: Star~Star The stator winding is star connected and the star point is carried out to the the high frequency supply voltage, the resolver electronics provide a sinusoidal
Power Factor: 0.93 terminal box. and a cosinusoidal output voltage. The frequency of this output signal is used
Excitation: 265V 60Hz as a speed reference and the sine/cosine signal is used for definition of the rotor
IP Rating: IP56 Up to Shaft, IP44 Above Shaft Rotor position.
Thermal Factor: F
Cooling: Enclosed Forced Air, Hydrocoolers The shaft is made of forged steel with one end coupled to the propeller shaft The resolver output signal is used to control the MCC drive thyristor firing
Anti Cond. Htg: 690V 2050W and the other, at the forward end, is utilised for the speed measuring and shaft sequence during starting up to about 14rpm, to ensure the correct
Insulation: Class F position measuring equipment. The rotating transformer and diodes are fitted commutation. Above 14rpm, the firing of the thyristors is derived from the
Total Weight: 185,000 kg in a separate internal compartment with bolted inspection covers. motor terminal voltage. The resolver signal is also used for the synchronisation
Rotor Weight: 84,000 kg between the two shafts in the synchrophasing mode.
The rotor is of salient-pole type and is fitted with a DC excitation winding and
Circulating Air/Water Cooler Data a damping cage. The cage is particularly important to the commutation The lubricating system for the motor bearings is described in section 2.8.4.
Heat Quantity: 500kW performance of the converter. The cage type damper windings are specifically
Water Quantity: 100m3/h designed to reduce torque harmonics, which are generated by the harmonic Cooling System
Water Inlet: 38ºC content of the stator current. Consequently the motors produce minimal stray
Water Outlet: 42.3ºC fields and a low sub-transient reactance. The propulsion motors are cooled using a closed air circuit. Two double piped
fresh water coolers are mounted at the sides of the propulsion motors. The
Bearing Oil/Water Cooler Data Propulsion Motor Auxiliaries leakage space between the inner and outer tubes is monitored by a leakage
Heat Quantity: 3.5kW (aft) 2.5kW (fwd) sensor, which is directly connected to the IMACs system. The cooler is fitted
Water Quantity: 26l/min Each propulsion motor is equipped with four cooling fans whose starters are with drain outlets for the leakage compartment and the water chamber.
Water Inlet: 38ºC located in the propulsion motor room. If a cooling fan motor should fail, the
Water Outlet: 40ºC (aft) 39.5ºC (fwd) output power of the propulsion motor is reduced accordingly. The fans are also The air flow is provided by four radial fans, two at each end of the propulsion
included in the group emergency stop system and the CO2 system shutdowns. motor, thus generating four air flow circuits. The cold air is monitored at all
Bearing Oil Data corners of the motor, the warm air is measured at the centre on both sides. The
Oil Quantity: 140l (aft) 105 (fwd) The bearings are plain sleeve pedestal bearings provided with water cooling. temperatures are monitored by each converter safety system.
Oil Viscosity: ISO VG 100 Each propulsion motor is also equipped with four jack-up pumps whose
starters are also located in the propulsion motor room. One pump feeds the oil There are emergency air flaps fitted which allow operation of the motor at
The motors are of a conventional synchronous design. The stator carries two circuit in each of the motor’s bearings, one at the drive end and one at the non- approximately 70% of the rated output in the event of a cooling system failure.
star connected 3-phase winding systems with a 30º electrical shift. The two drive end. The other pump in each case is a standby pump. One pump in each In this case, the winding temperatures must be continuously monitored.
windings are arranged to in different electrical angles to operate like a 12-pulse pair is supplied from the emergency switchboard. The motors are controlled so
motor with reduced air gap torque fluctuations. This guarantees a low vibration that when the speed of the propulsion motor rises above 60rpm the pumps are The motor shaft is fitted with a slipring and earthing brush assembly at the
and noise level. The rotor is of the salient pole type mounted on two pedestal stopped as the bearings can self-supply. When the speed of the propulsion drive end to shunt to earth any stray induced voltages present in the shaft. Even
bearings. motor slows to 50rpm the pumps are started automatically. The pumps are also with this earthing arrangement, current may still flow through the shaft and
included in the automatic blackout restart sequence and the group emergency through the film of oil in the bearings to earth and damage the bearings. To
Standstill anti-condensation heaters are provided within the propulsion motor. shutdown system. The jack-up pumps also start automatically if any rotation is prevent this, the non-drive end bearing is insulated from the hull with a sheet
monitored on the propeller shaft (drag) or if the turning gear is engaged. of insulation. This insulation must be kept clean.
Issue: First 4.7 Propulsion Motors Page 1

Illustration 4.8a Shafting, Stern Tubes and Propeller Systems Key
Hydraulic Oil
Feed Water
Electrical Signal
Stern Tube Vent
Lip Seal Oil Feed

and Vent
Air Space Vent

Water Out
Water In
Twin Temp. Sensor Aft
Stern Tube Bush A Detail A
20 bar
Stern Tube Oil

Test and Stripping Twin Temperature
Sensor Mid
Stern Tube Bush Propeller Shaft Thrust Bearing Oil Circuit
Twin Temperature
Sensor Forward Drive End Non-Drive End
Stern Tube Bush Air Space Drain Bearing Bearing
Stern Tube Oil
TI TI
Supply and Drain
JOP-Unit DE JOP-Unit NDE
DPI LI DPI
LI
B Detail B
Lip Seal Oil Feed Stern Tube Vent Hole
and Vent
Air Vent
Stern Tube Bush
M M M M
Stern Tube Oil Mid Stern Tube

Test and Stripping Bush
PEM Drive End Bearing Jack Up Hydraulic Circuit PEM Non-Drive End Bearing Jack Up Hydraulic Circuit
Air Space Drain
Propeller Shaft Line

Locking
Device
Propulsion
B A Motor
Stern Tube Assembly

Thrust
Bearing
Issue: First Illustration 4.8a Shafting, Stern Tube and Propeller Systems
4.8 Shafting, Stern Tube and Propeller Systems 50% of the operating pressure, the standby pump is started. When the supply e) Select the operational pump and switch to AUTO, set the other
pressure rises to 85% of the operating pressure the standby pump cuts out. If pump as the standby pump.
Thrust Bearing the standby pump fails to bring the supply pressure to 85% of the operating
pressure, an alarm is triggered and the propulsion unit should be stopped as f) Start the pump and check that the oil is flowing in the system and
Maker: Renk soon as possible. If the oil supply pressure fails to reach 70% of the normal that the gauges are functioning.
Type: Tilting pad operating pressure with both pumps working, the propulsion unit should be
Model: DNZB 56-600 stopped immediately to prevent damage to the thrust block. The maximum oil g) Check that the oil supply pressure is correct and that the cooling
operating pressure is 20bar system is maintaining the correct temperature.
Introduction
In addition to the pressure safety system, flow measurement also triggers h) The block lubrication system is now ready and the motor may be
The thrust from the propellers has to be transferred to the hull of the ship in alarms. The propulsion system may be started when oil flow reaches about started when required.
order to drive it through the water and this is achieved by the thrust blocks. 70% of the normal flow, but must be stopped if the flow falls below 70% of the
normal flow. i) During running, check that the oil pressure is being maintained,
There are two propulsion units and each is identical, comprising of that the oil level in the thrust block is at the correct level and that
intermediate shafts, propulsion motor, thrust bearing, shaft bearings, stern tube The thrust block is fitted with a single split journal shell for supporting the the temperature of the oil is within the acceptable limits.
and propeller attached to the propeller shaft. The thrust block is located after shaft. This is provided with a jacking-up pressure system which will be
the propulsion motor and before the first of the shaft bearings. Thrust acting described in the section covering shaft bearings. Shaft Bearings
along the propeller shaft is transferred to the thrust block housing via a collar
on the first section of intermediate shaft and a number of tilting thrust pads Oil leakage from the thrust bearing along the shaft is prevented by labyrinth Maker: Renk
located in the thrust block housing. The pads are faced with white metal and seals located at the ends of the block. Type: Pedestal, hydrodynamically lubricated
they tilt to allow an oil wedge to form between the white metal face of the pad Model: SN
and the thrust collar; the thrust is transferred through the oil wedge and there The oil level in the thrust block sump must be at the top of the indicator gauge
is no metal to metal contact between the pads and the collar. The six thrust pads when the propulsion shaft is not turning; the level will fall to the bottom of the The three shaft bearings between the propulsion motor and the stern tube are
are held in the thrust block housing so that they cannot rotate with the thrust gauge when the shaft is turning. of the white metal oil lubricated type and are similar to the motor support
collar but can pivot. Because the ship can run astern as well as ahead, the bearings. However, they do not have oil circulation pumps.
propeller thrust will act in a forward and aft direction therefore two thrust Procedure for Preparing the Propulsion Thrust Bearings for Operation
arrangements are provided, one ahead and one astern. The thrust block collar The pedestal bearings are lubricated by oil splashed from the sump at the
has two faces and there are two sets of thrust pads within the same thrust block. a) Check that electrical power is available at the pump motor bottom of the bearing housing. Oil in that sump is cooled by water circulating
switchboard and that all instrumentation is functioning correctly.
from the LT cooling system for auxiliary consumers. Labyrinth type seals are
In order to enable a strong oil wedge to form between the thrust pads and the fitted at the ends of the bearing unit to prevent the escape of oil.
thrust collar, a copious supply of oil must be provided. An independent b) Check that the oil level in the sump is correct (at the top of the
pumped oil system is provided for the thrust block, the oil being taken from the indicator when the motor is not turning), and replenish the sump
if necessary. The weight acting on the bearing shells is lower than at the propulsion motor
sump within the thrust block and pumped back to the thrust block, via a cooler.
bearings and the hydrodynamic oil wedge which forms between the bearing
Two electrically driven gear type oil pumps supply oil to the thrust block, one
being designated the operational pump and the other the standby pump. The c) Check that the pump pressure relief valve and the pressure and the shaft, as the shaft rotates, is sufficient to keep the shaft and bearing
cooler is circulated with water from the LT FW cooling system for the diesel switches are correctly set. apart. The relatively low shaft weight will not cause adhesion between the
generators. A water bypass arrangement is used to maintain the oil temperature shaft and bearing when the shaft is stationary.
within set limits. Filters ensure that the oil supplied to the thrust block does not d) Open the cooling water valves to the thrust block oil cooler, as in
contain any solid particles which could damage the white metal surfaces. the following table: The bearing housing sump is provided with a level gauge and temperature
sensors which raise an alarm warning if the temperature rises to an abnormal
A pressure relief valve, connected to the pump discharge piping, maintains a Description Valve level. The level of oil in the sump should be checked frequently and oil added
constant pump pressure. Relief oil from the relief valve flows back to the thrust as required.
Port thrust block cooling water inlet valve 711A1419
block sump. There are three oil inlets to the thrust block and each is fitted with
a flow limiter to regulate the oil flow to that particular connection. The flow is Port thrust block cooling water outlet valve 711A1420 The cooling water valves shown in the following table should be open at all
divided into one 10 and two 20, litre per minute flows. times unless work is taking place on the bearing.
Starboard thrust block cooling water inlet valve 711A1428
A system of pressure switches is used to operate the pump control system. On Starboard thrust block cooling water outlet valve 711A1427
starting the oil pump, a main switch is unlatched when the pressure reaches
85% of the operating pressure. If, during operation, the supply pressure falls to
Issue: First 4.8 Shafting, Stern Tube and Propeller Systems Page 1
Illustration 4.8a Shafting, Stern Tubes and Propeller Systems Key
Hydraulic Oil
Feed Water
Electrical Signal
Stern Tube Vent
Lip Seal Oil Feed

and Vent
Air Space Vent

Water Out
Water In
Stern Tube Bush A Detail A
20 bar
Stern Tube Oil

Test and Stripping Twin Temperature
Sensor Mid
Stern Tube Bush Propeller Shaft Thrust Bearing Oil Circuit
Twin Temperature
Sensor Forward Drive End Non-Drive End
Stern Tube Bush Air Space Drain Bearing Bearing
Stern Tube Oil
TI TI
Supply and Drain
JOP-Unit DE JOP-Unit NDE
DPI LI DPI
LI
B Detail B
Lip Seal Oil Feed Stern Tube Vent Hole
and Vent
Air Vent
Stern Tube Bush
M M M M
Stern Tube Oil Mid Stern Tube

Test and Stripping Bush
PEM Drive End Bearing Jack Up Hydraulic Circuit PEM Non-Drive End Bearing Jack Up Hydraulic Circuit
Air Space Drain
Propeller Shaft Line

Locking
Device
Propulsion
B A Motor
Stern Tube Assembly

Thrust
Bearing
Issue: First Illustration 4.8a Shafting, Stern Tube and Propeller Systems
Description Valve Procedure for Fitting the Shaft Line Locking Device to this tank. Actuation of the level alarm will indicate water or oil leakage at
the after seal. The pump operates under the control of a programmable timer
Port forward pedestal bearing cooling water inlet valve 711A1421
a) Ensure that the ship is stopped and that there is no water effect on which allows the interval between pump operation to be set, avoiding the pump
Port forward pedestal bearing cooling water outlet valve 711A1422 the propeller causing it to rotate. from working continuously and running dry.
Port intermediate pedestal bearing cooling water inlet valve 711A1423
b) Engage the turning gear so that the shaft cannot rotate. Intermediate Propeller Shaft Bulkhead Seals
Port intermediate pedestal bearing cooling water outlet valve 711A1424
c) Mount the two support plates, one each side of the shaft. Maker: John Crane
Port aft pedestal bearing cooling water inlet valve 711A1425
Port aft pedestal bearing cooling water outlet valve 711A1426 d) Remove the shaft coupling bolts through which the keep bolts fit. Where the propeller shaft passes through watertight bulkheads, watertight seals
must be provided. The seal housing is of the split type with upper and lower
Stbd forward pedestal bearing cooling water inlet valve 711A1429 e) Mount the securing plates on their supports. halves bolted to an opening in the watertight bulkhead. The sealing ring is held
Stbd forward pedestal bearing cooling water outlet valve 711A1430 within the housing and makes contact with the intermediate shaft. No
f) Fit the keep bolts through the securing plate and locate them in the lubrication or operating medium is required but the seal must be visually
Stbd intermediate pedestal bearing cooling water inlet valve 711A1431 flange bolt holes. inspected at monthly intervals to ensure that there is no sign of the seal
Stbd intermediate pedestal bearing cooling water outlet valve 711A1432 breaking up.
g) Fit the securing caps and hold them in place with the hexagonal
Stbd aft pedestal bearing cooling water inlet valve 711A1433 head screws. Propeller
Stbd aft pedestal bearing cooling water outlet valve 711A1434 h) Set the limit switches with the correct clearance and ensure that
they are operational. Manufacturer: Kamewa
Shaft Line Locking System Propeller diameter: 5,800mm
i) The shaft is now locked and the ship may proceed using the other Hub diameter: 1,066mm
Should the port or starboard propulsion system fail and could not be operated, propeller shaft. The limit switches will give warning of any Material: NiAl Bronze
the propeller shaft has to be locked to prevent it from turning due to the action movement in the locked shaft. Pitch ratio: 1.175
of water on the propeller. With one propeller out of action and the other shaft No. of blades: 5
transmitting maximum power, it is possible for the ship to achieve 16 knots. At Stern Tube Weight: 21,257kG
this speed, the action of the water on the other propeller would cause it to rotate Expanded area: 20.4m2
and that could cause serious damage if the stern tube, thrust block or pedestal Stern Tube Seal Drain Pump
bearings or their lubricating systems were defective. In order to prevent such Looking from aft, the port propeller rotates clockwise and the starboard
problems that shaft should be locked. Maker: ARO propeller rotates anti-clockwise.
Type: Diaphragm
Each shaft is provided with a locking system located at the intermediate shaft Model: 66605X-XXX
coupling flange, immediately forward of the thrust block. Two support plates
are bolted to the foundation plate, one each side of the shaft, these supports The stern tube provides support for the propeller shaft using three white metal
being provided with a hole at the upper end, to which a securing plate attaches lined bushes located at the forward, middle and after parts of the stern tube. A
by means of a keep plate. The keep plates have four holes through which keep slide pad is located between the middle and after bushes and provides support
bolts fit, these keep bolts attach to the intermediate shaft flange. This for the propeller shaft between these bushes. The bushes are oil lubricated from
arrangement secures the intermediate shaft to the supports via the securing a separate supply. Surrounding sea water and the circulating lubricating oil
plates and this locks the shaft. Limit switches are fitted at the supports and provide for cooling of the stern tube bushes and the propeller shaft.
these indicate if there is movement at the supports due to excessive thrust in Temperature probes are located in pockets at the bottom of the bushes.
the shaft.
The seal at the forward end of the stern tube is of the lip type and prevents
leakage of oil into the shaft tunnel. The after end seal is also of the lip type and
prevents sea water from entering the stern tube. It also prevents the escape of
oil from the after stern tube bush. The seal is ‘dry’, which means that there is
an air space between the part preventing water from leaking in and the part
preventing oil from leaking out. This air space between the lips is constantly
drained by a pneumatic air pump, the pump discharging to an air space drain
tank which is fitted with a high level alarm. The top of the air space also vents
Issue: First 4.8 Shafting, Stern Tube and Propeller Systems Page 2
Illustration 4.9a Lips System
Bridge Bridge Bridge UPS Power

Wing Panel Wing Panel
Telegraphs Stbd Central Joystick Telegraphs Port Supply
PORT STBD
Panel
230V AC
LIPS-STICK CENTRAL CONTROL CABINET
Bridge
Process
24V DC UPS Power
Station IMACs Rate Of Turn Gyro-compass Gyro-compass ECR Display
Anemometer EM-Log (D) GPS Supply
P12.1 Sensor 1 2
Engine Control
Room
Rudder Control Rudder Control Thrust Control PEM Control PEM Control Thrust Control Thrust Control Thrust Control Thruster Lipstronic
STN Propulsion Control
(S) (P) (Stern) (P) (S) (Bow, Aft) (Bow, Mid) (Bow, FWD) Control Cabinets
Port
PEM
M M M M
Stern Bow Bow Bow

Aft Mid Forward
No.3 No.2 No.1
Stbd
PEM
Machinery
Spaces
Issue: First Illustration 4.9a Lips System

4.9 Lips System This loading curve will load the diesel generators at a rate specified by the The Lips system for Aurora does not use modes 1 to 6 or 13 to 18, due to
engine manufacturers to avoid any stress which may be induced by Aurora having only a single stern thruster.
Make: Lips, Drunen, the Netherlands overloading.
Type: Lipstronic/C Mode 7 will be the commonly used mode as this mode uses all the devices.
The rudders are synchronised and are controlled by the rotation of the lever or
Introduction the automatic heading facility. There is a facility to enter a manual heading When in manoeuvre mode the rudder limit is inactive. Manoeuvre mode can
The Lips System simultaneously controls the three controllable pitch bow using the RATE OF TURN control on the bridge panels. only be selected when the speed of the vessel is less than 6 knots.
thrusters and the single stern thruster, the two main fixed pitch propellers and The rudder angles are automatically reduced in proportion to the ship’s speed, Anchor Mode
the two unlinked rudders. These items of manoeuvring machinery are referred but this limitation can be manually controlled using the RUDDER LIMIT
to as ‘devices’. control. This automatic rudder limitation may be overridden in an emergency When in anchor mode, the vessels heading is maintained using the stern
using the OVER R. button. thruster. Using the increase and decrease buttons, the heading required can be
The control of the system is described in section 9.10 Lips Joystick System adjusted. The system automatically takes into account the local wind
Control. Transit mode is available when just one propulsion motor and one rudder are conditions. The dead band, around which the vessel may move without
available. correction, is adjustable using the DEAD BAND control.
For the above machinery there are two normal levels of control:
Manoeuvre mode Anchor mode can only be selected when the speed of the vessel is zero and the
Individual device control using levers stern thruster is available.
Lips stick control When manoeuvring the polar joystick is used in the ahead or astern and port or
starboard directions (or a combination of these directions). These directions Maintain Position Mode
The Lips system has four main modes of operation: provide transversal thrust or forward and aft longitudinal thrust. When This mode is a semi-dynamic positioning (DP) mode. Aurora will maintain her
manoeuvring with a combination of transversal and longitudinal thrust, a position utilising positional information received from the two gyro
Transit mode
centre of rotation, around which the vessel will rotate, may be entered using compasses, the Differential GPS and the EM speed log.
Manoeuvre mode the RATE OF TURN control.
Anchor mode Manoeuvring mode has the following configuration modes available: Maintain position mode can only be selected when:
Maintain position mode There is no conflict between information received from the position
Modes 7 - 9: sensing equipment
Equipment Uses: Port PEM Stbd PEM The speed of the vessel is less than 3 knots
The Lips equipment consists of the following items: Port rudder Stbd rudder The system is already in Manoeuvre mode
Main control cabinet Stern Thruster Bow thrusters 1, 2 or 3.
(Note! The DGPS must be using shore references when the system is in this
Centre wheelhouse control panel Modes 10 - 12: mode. If shore references are unavailable, the DGPS feedback signals are
unsuitable to allow maintenance of position.)
Two bridge wing panels Uses: Port PEM Stbd PEM
Four displays, one at each bridge position and one in the ECR. Port rudder Stbd rudder Device Load Control
Micro terminal, for parameter adjustment and fault-finding Bow thrusters 1, 2 or 3. The system will only ever request 100% load for each of the controlled
The main control cabinet situated on bridge deck and the control cabinet devices. If the load of a thruster or propulsion motor exceeds this limit, a load
Mode 19:
situated in the wheelhouse, have facilities to accept the Lips Micro terminal. reduction signal is given. The signal reduces the demanded transverse or
Uses: Port PEM Stbd PEM longitudinal forces.
Technical Description Port rudder held at midships Stbd rudder held at midships
Alarms
Transit Mode Stern Thruster Bow thrusters 1, 2 or 3.
Each control or indication panel has an alarm lamp and buzzer. When the
Modes 20 and 21: system raises an alarm, a common alarm is sent to the IMACs system. Alarms
When the system is in Transit mode, the polar joystick is used in the ahead or
astern direction to provide forward or aft thrust in the ship’s longitudinal Uses: Port PEM or Stbd PEM consist of wire break alarms, devices not-ready alarms, signal lost alarms, etc.
direction. The lever gives a predefined load signal to the propulsion motor
Port rudder held at midships Stbd rudder held at midships When more than one alarm is raised the alarm message is scrolled across the
control system of zero to 140 rpm ahead or astern. There is a predetermined
running up loading curve which the propulsion system will follow. Stern Thruster Bow thrusters 1, 2 or 3. display.
Issue: First 4.9 Lips System Page 1

Section 5: Monitoring Alarm and Control Systems
5.1 Integrated Monitoring Alarm and Control System (IMACs)
5.2 Power Management System
5.3 Screen Displays
5.4 General Alarm System (Ship)
5.5 Engine Control Room and Safety Centre
5.6 Engine Room Alarm and Call Systems

Illustration 5.1a Integrated Monitoring Alarm and Control System
Safety Centre Wheelhouse
Server
(STBD)
Engine Control Room
Main
Fire
Server Eng.
St.
(PT) Off.
FZ7 FZ6 FZ5 FZ4 FZ3 FZ2
L2 Profi Bus
P17 P16 P15 P14 P13 P12
Main Switchboard (Port) Main Switchboard (Starboard)
Ethernet Bus P05 P06 Ethernet Bus

(PT) (STBD)
AC.05.2.01
Master
Process Stations
DDG1 DDG2 DDG3 DDG4
P01 P02 P03 P04 Process Stations
Process Stations
Issue: First Illustration 5.1a Integrated Monitoring Alarm and Control System
5.1 Integrated Monitoring Alarm and Control System Process Station Location
Type: Siemens IMAC 55s Station Deck Zone Location Station Deck Zone Location
B.P. 1 4 5 Boiler plant 1 (P5.0) P16.1 1 5 Midships, stbd aft adj. evaporator and DG4
Introduction B.P. 2 4 5 Boiler plant 2 (P6.0) P16.2 1 6 Port, in heavy workshop
CHU 1 1 4 AC chilling Unit 1 (P14.0) P16.3 1 6 Port, aft, next to staircase adj. pool treatment
All the principal items of equipment and machinery are continuously and CHU 2 1 4 AC chilling Unit 2 P16.4 13 4 Substation ME24, machine vent room
automatically supervised by the Integrated Monitoring Alarm and Control CHU 3 1 4 AC chilling Unit 3 P17.0 5 7 In Substation next to crew office
System (IMACS). The IMACS system consists of a network of process CON 1 PT 3 6 PEM converter 1 PT (STN-Interface P5.0) P17.1 5 7 In emergency switchboard
stations and control stations, connected by two data buses, enabling the CON 1 SB 3 6 PEM converter 1 SB (STN-Interface P6.0) P2.0,S2.0 2 5 Stbd, next to DG1
operators to monitor and operate the majority of the ship’s machinery from a CON 2 PT 3 6 PEM converter 2 PT (STN-Interface P5.0) P2.1 3 5 Stbd Midships, opp. crew gym - ME10
single operator station. CON 2 SB 3 6 PEM converter 2 SB (STN-Interface P6.0) P3.0,S4.0 2 5 Aft, between DG3 and evaporator
ESD Panel 12 2 In Safety Centre P3.1 3 6 Midships, forward in main switchboard
The process stations are essentially input/output terminals receiving and ESD 2.0 6 2 In substation, opposite cabin E130 P4.0 2 5 Aft of evaporator, next to DG4
sending data from/to actuators, starters, sensors, etc. ESD 3.0 6 3 Port, opposite cabin E142 P4.1 3 6 Midships, aft in main switchboard
ESD 4.0 5 4 Midships, aft of Bureau in substation P5.0 3 6 Port forward in main switchboard
The system is divided into two, each served by its own ethernet data bus. These ESD 5.0 5 5 Port, opp. cabin F192 in substation MD50 P5.1 1 6 Midships, between PEM port and starboard
are called the Port and Starboard buses. ESD 5.1 4 5 Stbd, opposite hotel maintenance workshop P6.0 3 6 Port aft in main switchboard
ESD 6.0 4 6 Opposite Technical Office P6.1 1 6 Midships, between PEM port and starboard
The main control station is the Engine Control Room (ECR) situated on deck ESD 6.1 5 6 Stbd, fwd end of crew mess in substation PCP 4 7 Provision cooling plant (P16.0)
4 in compartment 12. There are also control stations on the Bridge, Safety ESD 7.0 5 7 In substation next to crew office SEP BLG 1 Oily bilge separator (P16.0)
centre, Main Fire Station and Technical Office. FWG 1 2 5 FW evaporator 1 (P5.0) SEP PT 2 5 Separator plant PT (P14.0)
FWG 2 2 5 FW evaporator 2 (P6.0) SEP SB 2 5 Separator plant SB (P14.0)
Three of the main operating stations in the ECR are served by the port server GMM 1 3 6 Prot. unit generator 1 (STN-Interface P1.0) SMS 12 2 Safety Management System (P15.0)
and three by the starboard server. Each MCPU is totally independent of the GMM 2 3 6 Prot. unit generator 2 (STN-Interface P2.0) TPM 1 3 6 Main switchboard 1P (STN-Interface P5.0)
other, serving a dedicated dual highway ethernet bus. GMM 3 3 6 Prot. unit generator 3 (STN-Interface P3.0) TPM 2 3 6 Main switchboard 2P (STN-Interface P5.0)
GMM 4 3 6 Prot. unit generator 4 (STN-Interface P4.0) TPM 3 3 6 Main switchboard 1S (STN-Interface P6.0)
The six ECR stations are capable of handling all control and monitoring GMM 5 3 6 Prot. unit transferline M20/M10 (P5.0) TPM 4 3 6 Main switchboard 2S (STN-Interface P6.0)
functions. The bridge station is mainly used for viewing displays only and GMM 6 3 6 Prot. unit transferline M10/M20 (P6.0) Transcvr Cab. 3 5 Frame 128
therefore has limited access to control functions. GMM 7 5 7 Gen. prot. unit em. gen 1 (P17.0) WCC 2.0 4 2 Winners control cabinet FZ 2 (P16.0/P17.0)
GMM 8 5 7 Gen. prot. unit em. gen 2 (P16.0) WCC 2.1 1 Winners control cabinet FZ 2
Group Alarm Suppression INC 1 3 6 Garbage system 1 (P16.0) WCC 3.0 4 Winners control cabinet FZ 3
INC 2 3 6 Garbage system 2 (P17.0) WCC 3.1 1 Winners control cabinet FZ 3
To avoid spurious alarms when an item of equipment is stopped or in repose, NAPA 12 2 Stability computer, bridge (P12.0) WCC 4.0 4 Winners control cabinet FZ 4
the alarms of that item of equipment are grouped and suppressed by the IMACs P1.0,S1.0 2 5 Port, adj staircase, evaporator and DG1 WCC 4.1 1 Winners control cabinet FZ 4
system. For example, the exhaust gas temperature deviation alarms for a P1.1 3 5 Starboard midships, opp. crew gym/ME10.1 WCC 5.0 4 Winners control cabinet FZ 5
generator will be suppressed when the average exhaust gas temperature is P12.0 6 2 In Substation opposite cabin E130 WCC 5.1 1 Winners control cabinet FZ 5
>250ºC. Another example would be the suppression of a substation’s consumer P12.1 12 2 Bridge Elec. Locker aft of safety centre, port WCC 5.2 1 Winners control cabinet FZ 5
alarms during a blackout situation. P12.2 1 1 Bow thruster room WCC 6.0 4 Winners control cabinet FZ 6
P13.0 6 3 Port, opposite cabin E142 WCC 6.1 1 Winners control cabinet FZ 6
P13.1 1 3 Midships, aft of laundry WCC 6.2 1 Winners control cabinet FZ 6
P14.0 5 4 Midships, aft of bureau in substation WCC 7.0 4 Winners control cabinet FZ 7
P14.1 1 4 Midships, between AC Units WTD 1 12 2 WTD control cabinet Bridge (P12.2)
P14.2 1 5 Stbd fwd, between sewage unit and FO Rm WTD 2 4 2 WTD control cabinet FZ 2
P15.0 5 5 Port, opp. cabin F192 in substation MD50 WTD 3 4 3 WTD control cabinet FZ 3
P15.1 1 5 Port fwd, between sewage unit and FO Rm WTD 4 4 4 WTD control cabinet FZ 4
P15.2 1 5 Midships port, next to evaporator and DG3 WTD 5 4 5 WTD control cabinet FZ 5
P15.3 4 5 In ECR WTD 6 4 6 WTD control cabinet FZ 6
P16.0 5 6 Stbd, forward end of crew mess in substation WTD 7 4 7 WTD control cabinet FZ 7
Issue: First 5.1 Integrated Monitoring Alarm and Control System Page 1
Illustration 5.2a Power Management System
STN PROPULSION SYSTEM STN PROPULSION SYSTEM
AS/P05 AS/P06
0000 000
PMS STN Main Switchboard
0000 000
PMS STN Main Switchboard
Port Main PEM PEM PORT Starboard PEM PEM STARBOARD
Switchboard PORT STBD (M10) Main PORT STBD (M20)
(M10) CONV2 CONV2 Switchboard CONV1 CONV1
(M20)


Bus Connection GMM 5 Bus Connection GMM 6

Bus A
H1
Bus B
PEM Emergency Manoeuvre
STN PROPULSION SYSTEM Hardware Connections
CONTROL PANEL PEM Emergency Manoeuvre
P01 P02 P03 P04
CONTROL CONTROL CONTROL CONTROL
DG1 DG2 DG3 Bus Connection DG4
0000 000 0000 000 0000 000 0000 000
Bus P15 Bus

Connection Connection Bus
Bus Bus Bus Bus
Bus 0000 000 Connection
Connection Connection Connection Connection
Connection GMM 2
GMM 1 GMM 3 GMM 4
P01S P02S P03S P04S
SAFETY Hardware SAFETY Hardware SAFETY Hardware SAFETY Hardware
SYSTEM Connections SYSTEM Connections SYSTEM Connections SYSTEM Connections
DG1 DG2 DG3 DG4
0000 000 0000 000 0000 000 0000 000
STN MSWB STN MSWB Bus STN MSWB STN MSWB

PANEL DG1 PANEL DG2 Connection PANEL DG3 PANEL DG4
ET 200
Hardware Hardware Hardware Hardware Hardware

P15.3 Connections Connections
Connections Connections Connections
PEM Start/Stop
From Imacs
DG1 DG2 DG3 DG4
Issue: First Illustration 5.2a Power Management System

5.2 Power Management System 5) Starting and stopping control of the thruster motors. process station AS/P6.0 is connected to the H1 bus and communicates with the
other primary PMS process station AS/P5.O and the secondary process stations
The Power Management System (PMS) is integrated within the SIEMENS 6) Starting and stopping control of the AC compressor motors. The AS/P1.O, AS/P2.O, AS/P3.O, AS/P4.0 for start/stop control of the diesel
IMAC 55 system. The PMS continuously checks the status of the power 6.6kV circuit breakers are controlled directly by the York A.C. generators.
generating plant and the consumer load. Its function is to balance the load to machine control equipment.
the capacity of the diesel generators in service. PMS functions depend directly The process station AS/P6.0 has serial links to converter 1 of the PORT PEM
on the configuration of the ship’s electrical network from the main switchboard 7) Control of circuit breakers in the ship’s electrical network. and to converter 1 of the STBD PEM.
configuration.
8) Control of the 6.6kV substation ringline. Primary Process Station Functions
The available diesel generator power is measured by the PMS and, dependant
on the load, regulates or limits the propulsion motor’s torque and supply of 9) Automatic restoration of the ship’s electrical network after a All the PMS automatic functions are controlled and co-ordinated in process
heavy consumers (A.C. machines etc) accordingly. In this way, continuity of blackout. stations AS/P5.0 and AS/P6.0.
supply to essential consumers and passenger services is assured.
10) Automatic switching between the two defined main All power management control functions are divided between process stations
The limitation of consumer power prevents the overload of the diesel switchboard configurations after an operator command. AS/P5.0 and AS/P6.0. The division of the control functions corresponds to the
generators. The specific levels of overload and corresponding generator actual main switchboard configuration.
operation are explained in section 2.2.3 Diesel Generator Operation. 11) Monitoring and display of all measuring values and alarms of
the MSWB, diesel generators and PEMs. Process station AS/P5.0 has master control of the diesel generator/main
Power Management System General Functions switchboard configuration, electrical consumer control (when in CLOSED
Process Stations MSWB configuration) and the port main switchboard (M10).
The main functions are:
The hardware of the PMS consists of standard SIEMENS components utilising In both CLOSED and P/S configurations AS/P5.0 directly controls all diesel
1) Control of the electrical power supply and distribution of the the SIMATIC S5 Programmable Logic Controllers (PLCs). generators and consumers in the port main switchboard and, through AS/P6.0,
ship’s electrical network. This consists of two main switchboards the consumers in the starboard main switchboard.
(MSWB), M10(P) and M20(S). The main switchboards can be The process stations are distributed around the vessel, mainly in machinery
connected with two tie breakers and thus can be operated in two spaces, electrical distribution stations and switchboards. AS/P5.0 also controls the switching over between CLOSED MSWB and P/S
different configurations: MSWB configurations.
CLOSED MSWB (Essentially acting as one main switchboard) The configuration of the process stations, which includes the power
management functions, is shown in illustration 5.1a. In case of a failure within AS/P5.0, AS/P6.0 takes over control of the most
Port and starboard MSWB (Essentially two main switchboards) important functions such as:
Primary Process Stations
(Note! The manufacturer refers to the main switchboards as Port (M10) and Control of all generators in the port and starboard main switchboards
Starboard (M20) due to M10’s position being more to the port side, with
The higher control functions of the PMS run in the primary process stations Control of the tie breaker and main switchboard configurations
respect to the centre line and M20.)
AS/P5.0 and AS/P6.0.
Direct control of the consumers in the starboard main switchboard
2) Control of the starting and stopping of the diesel driven
Process station AS/P5.0 is located in the M10-MSWB room. All the signals to In the P/S MSWB configuration, the process stations AS/P5.0 and AS/P6.0
generators.
and from the port main switchboard and the starboard main switchboard tie control (independently of each other) the diesel generators and electrical
breaker (except DG1 and DG2 engine signals) run via this process station. The consumers in the port main switchboard and in the starboard main switchboard
3) Control according to load demand of heavy consumers in the
process station AS/P5.0 is connected to the H1 bus and communicates with the respectively.
individual parts of the ship’s electrical network according to the
other primary PMS process station AS/P6.O and the secondary process stations
actual selected configuration of the main switchboard for:
AS/P1.O, AS/P2.O, AS/P3.O and AS/P4.0 for start/stop control of the diesel Secondary Process Stations AS/P1.0, AS/P2.0, AS/P3.0, AS/P4.0.
Propulsion Electrical Motors (PEMs) generators.
Thrusters Process stations AS/P1.0 to AS/P4.0 control all signals to and from the four
The process station AS/P5.0 has serial links to converter 2 of the PORT PEM diesel generators respectively. They each have an S5-155U/CPU 948 PLC to
AC compressors and to converter 2 of the STBD PEM. control the diesel generator and a 95U PLC (AS/S1.0 - AS/S4.0) as an engine
safety system.
4) Starting and stopping control of the propulsion motors. Starting Process station AS/P6.0 is located in the M20-MSWB room. All the signals to
and stopping control of the propulsion auxiliaries (pumps and and from the starboard main switchboard and the port main switchboard tie
fans etc). The PEM 6.6KV circuit breakers are controlled directly breaker (except DG3 and DG4 engine signals) run via this process station. The
by the Atlas STN Propulsion System.
Issue: First 5.2 Power Management System Page 1

The control PLCs (948) are connected to the H1 bus with an internal profibus control commands are sent to the respective circuit breaker control PLC in the The start sequence steps are also monitored by PMS. Any failures are indicated
connection between the control PLCs and the safety system PLCs. All signals process stations AS/P12.0 - AS/P17.0. with the appropriate alarms by PMS. The thruster start icon flashes green until
to and from the diesel engines and the Woodward governors are hard-wired. the sequence is complete. On completion, the icon turns to steady green. The
There is a bus connection (GMM1) between the process stations AS/P1.0 to Manoeuvre Mode: PMS Control of the Thrusters other thrusters then follow the same sequence, until all thrusters are running.
AS/P4.0 and the main switchboard panels for diesel generators 1 to 4 The operator can stop the thrusters by pressing the STOP icon button for each
respectively. To manoeuvre the ship using the thrusters, the PMS must be set to ‘Manoeuvre thruster individually. However, the thrusters can be stopped as a group by the
Mode’. This can be selected at the ‘Manoeuvre’ window accessed from the PMS in a step sequence:
Process Stations AS/P1.0, AS/P2.0, AS/P3.0, AS/P4.0 Main Functions ‘Propulsion Control’ mimic.
1) Switch off thruster motor circuit breaker: 180 seconds
The process stations AS/P1.0 - AS/P4.0 work independently as a control unit When ‘Manoeuvre’ is selected the thrusters are prepared for starting. The
of their respective diesel engine and as a connecting medium between the 2) Stop hydraulic power unit: 60 seconds
indicator beside the manoeuvre icon flashes green during the starting up time.
diesel engines, their Woodward governors and their corresponding generator
The thruster icon flashes yellow until the thruster stop step sequence is
panels in the main switchboard. When the mode is initialised, the PMS checks the available power and complete. For the PMS to stop a thruster, the pitch must be at zero. The zero
calculates the power required to start two thrusters (in the closed MSWB pitch signal comes from the Lips system. For a manual stop, there are no
Generally the PLCs in the process stations carry out all control functions of the configuration). If enough generators are on load, manoeuvre mode is released. conditions which could inhibit a thruster stop.
diesel engines and their auxiliary systems. The PLCs control all the start/stop The manoeuvre icon indicator illuminates steady green.
functions of the diesel engines and the corresponding pumps, fans and
After the stopping of the hydraulic power unit, the thruster stop step sequence
systems. The PLCs also control the circuit breakers, engine controllers and If there is not enough power available to start the thruster(s), or if the is complete and the thruster is READY FOR START again.
complete diesel engine and alternator monitoring. monitoring time for the step is exceeded, the step sequence will be stopped and
the failure message LOAD DEMAND indicated. The MANOEUVRE operation is not complete until all the thrusters have been
The process stations connect all signals from the diesel engines and the
stopped by the operator. If the thrusters are all in the stop position, manoeuvre
generator panels in the main switchboard. As such, the PLC operates as an The thrusters may now be started and stopped from the thruster control mode can be switched off by pressing the MANOEUVRE button. The
independent diesel generator control unit. windows within the ‘Propulsion Control’ mimic. If the thruster has all starting indicator icon beside the MANOEUVRE button then indicates OFF, in black.
preconditions met, it is ready to start and the icon is coloured black.
When operating in the REMOTE mode from the operator stations, the PLCs
PMS Control of the AC Compressors
control the diesel generator start, stop, circuit breaker close and circuit breaker The starting preconditions are:
open functions directly. The PLCs detect and transfer the states and signals of
The control of the AC compressors is carried out from the York control cabinet
the diesel engines and the generators to the primary process stations AS/P5.0 ACB to automatic
at each of the AC machines. The PMS provides just the power and current to
and AS/P6.0.
ACB ready start the compressor motors. The load demand of an AC compressor is also
supervised by the PMS as a step sequence.
When the PMS is operating in full automatic mode, the PLCs receive the start ACB open
and stop commands for the diesel engines, from the primary process stations
Thruster control ready to start An AC compressor can be started manually at the York control cabinet
AS/P5.0 and AS/P6.O, depending on which process station is the master. This
automatically by the AC compressor start sequence, or by the operator from an
is dependent on the main switchboard operating configuration. These In manoeuvre mode
operator station. However the compressor is started, the York controller sends
commands are carried out as an internal process.
Link to main switchboard OK a hardwired START REQUEST signal to the PMS.
The safety system PLCs in the AS/P1.0 - AS/P4.0 process stations control all Hydraulic unit OK
The PMS load demand system outputs a signal to start the start step sequence
the safety functions of the diesel engines. They work as safety units
No emergency stop for the compressor. The start step sequence will be indicated by the A.C.
independently from the control PLC. Using the profibus connection they
compressor icon flashing green. The following steps are carried out by the
transfer the signals of the safety units to the control PLCs AS/P1.0 - AS/P4.0 No thruster unit failures PMS from process stations AS/P5.0 and AS/P6.0.: See section ..
purely for indication on the IMACs system.
If a precondition has not been met, the window will state: ‘Not ready for start’. 1) Start auxiliary pumps: 30 seconds
Process Stations AS/PI2.0 - AS/P17.0 Double clicking on the thruster ‘info’ icon will show the operator the list of
starting preconditions. 2) Load demand: 180 seconds
The process stations AS/PI2.0 - AS/P17.0 each contain an S5-155U/CPU 948
PLC connected to the H1 bus. These PLCs directly control the 6.6kV ringline 3) Start release: 180 seconds
On activating the thruster start icon, the PMS starts a thruster start sequence:
circuit breakers via commands from the PMS. If the compressor has all starting preconditions met, it is ready to start and the
1) Load demand check: 180 seconds
icon is coloured black.
The remote control of a ringline circuit breaker in a certain fire zone is carried
2) Start hydraulic power unit: 60 seconds
out in the corresponding process station. The automatic control functions of the
ringline are co-ordinated in process stations AS/P5.0 and AS/P6.O and the 3) Close thruster motor circuit breaker: 60 seconds

The starting preconditions are: AC Compressor Stopping

ACB to automatic The York controller stops the AC compressor independently if necessary, for
ACB ready example in the case of an underload or emergency stop. The compressor stop
signal is sent to the PMS which will initiate the compressor stop step sequence:
ACB open
1) Circuit breaker open: 60 seconds
No AC compressor failures
2) Pumps running after service: 310 seconds
If a precondition has not been met, the starting window will state: ‘NOT
3) Stop auxiliary pumps: 30 seconds
READY FOR START’. Double clicking on the compressor ‘info’ icon will
show the operator the list of starting preconditions. A starting precondition The stop step sequence running will be indicated as a yellow flashing AC
which has been met will be indicated with a cross. compressor icon.
If one or more conditions are missing, the message ‘NOT READY FOR
The PMS monitors the compressor stop sequence. When the auxiliary pumps
START’ will be indicated, along with the AC compressor icon turning red.
are stopped and the correct feedback signals are received, the compressor stop
step sequence is complete and the compressor window indicates ‘READY
If the AC compressor is not ready to start due to a York controller problem or
FOR START’ or in case of a failure, ‘NOT READY FOR START’.
a compressor specific problem, the start step sequence is stopped and the
message; ‘START NOT POSSIBLE’ is indicated. The operator must attend to
PMS Control of the Propulsion System
the problem and reset the failure in the compressor icon with the command
‘RESET FAILURE’ before the compressor is again ‘READY FOR START’.
The propulsion system consists of two 20MW Propulsion Electric Motors
(PEMs) and their associated supply, control and monitoring equipment. Due to
Before the compressor can be started, the PMS has to start the auxiliary pumps
the size of these electrical consumers, accurate control is required to ensure the
by sending the start signal to the pump motor starters. The PMS monitors the
continuity and regulation of the supply to both the motors and the rest of the
sequence time and any failures are indicated with an appropriate alarm.
ship’s electrical consumers.
If the compressor is now ready to start, the start step sequence sends a request
Each PEM consists of two half motors. Each half motor has its own synchro-
to the load demand system. The load demand system then carries out the power
converter for control, starting, stopping and speed regulation The converters of
calculation for the compressor. If the available power for starting the
the PEMs are connected to the IMACs process stations AS/P5.O and ASIP6.O
compressor is not sufficient, the standby generator is started, if available.
by a serial link for the indication of alarms, states and analogue values.
Hardwired input and output signals enable some of the propulsion system
The load demand system sends back the signal ‘RELEASE’ or ‘NO POWER
functions to be controlled from an IMACs operator station.
AVAILABLE’ to the AC compressor start step sequence. When sufficient
power is available, the load demand system sends a feedback signal to the PMS
See section 4.2 Propulsion PMS for a detailed description of the Propulsion
compressor start sequence. The start sequence sends a ‘RELEASED‘ (for
Power Management System.
starting) hardwired output to the York controller.
The York controller starts the remaining compressor auxiliary systems and
then sends the actual start signal, the breaker close signal, to the main
switchboard. The PMS now only receives the feedback signal from the main
switchboard that the AC compressor circuit breaker is closed.
When the circuit breaker closed signal ‘CB CLOSED’ is received by the PMS,
the compressor start step sequence is complete and the AC compressor icon
turns steady green and indicates ‘RUNNING’.

5.3 Screen Displays Button 7A

Screen Display Hierarchy Button 8A Various
HVAC Overview Mimic Emergency &
Safety System
The IMACs system features several workstations, at each workstation is a
large visual display unit (VDU). The VDU will display one of the system
mimic diagrams for the monitoring and control of that system featured. Safety PMS
Systems
Along the top of the display are several system/group shortcut picture icons
Life Boats Overview
which will take the operator straight to that system. The next page may then be
another system overview with shortcut icons for several sub-systems. Once at Fan Units Fan Units Fire & Washdeck PMS Control
a system diagram, there are always shortcut buttons on the bottom of the Fan Units Fan Units Systems
Fire Zone 1 Fire Zone 6
display to take the operator to other related systems. Menu Fan Units Fan Units Menu Propulsion
Fan Units Fan Units Sprinkler Control
System
The icons on the mimics for pumps, motors, fans and circuit breakers conform Fire Zone 1 Fan Units Fan Units Fire Zone 6
Overview Fan Units Fan Units Overview
to the following schedule: CO2
Fan Units Fan Units LIFTS
System
Black icon: Equipment ready to run/close
Low Location
Red icon: Equipment stopped, not ready for starting/closing Fan Units Fan Units Lighting System Lift Alarms
Fire Zone 2 Fan Units Fan Units Fire Zone 7
Green icon: Equipment running/closed Menu Fan Units Fan Units Menu Battery Chargers
Fan Units Fan Units & UPS's
Icon flashing: Equipment starting/stopping/intermediate state POOLS
Fire Zone 2 Fan Units Fan Units Fire Zone 7
Overview Fan Units Fan Units Overview
The group icon will flash red if there is an alarm anywhere in that system. Shell Doors
Fan Units Fan Units
There is also an alarm list page which is accessed directly from the red alarm Terrace Pools,
icon in the top right of the display which also shows how many alarms are Watertight Jacuzzi & Paddle
Doors
present on the system at any one time. Fan Units Fan Units
Crystal Pool
Fire Zone 3 Fan Units Fan Units Public Room & Jacuzzi
Telephone &
Menu Fan Units Fan Units Menu 1
There are certain grey function buttons on the mimics which will have an P.A.
Riviera Pool
Fan Units
operation description label on them, activation of this button will initiate that & Jacuzzi
Fire Zone 3 Fan Units Fan Units Public Room Damage
specific operation via an access window. Overview Fan Units Fan Units Menu 2 Control
Crew Pool
Fan Units Fan Units
The mimics are set out in a hierarchy access layout. The shortcuts of the Various
Alarms
available mimics are displayed at the bottom of the display. Return Links From
Fan Units All AHU's To Their PUMPS
Fan Units Serving Fan Rooms
Fire Zone 4
Menu Fan Units
Fan Units Fan Room A Engine
Related
Fire Zone 4 Fan Units
Overview Fan Units
Fan Room B General
Fan Units
Fan Room C
Fan Units RESETS
Menu Fan Units Fan Room D
Engine Related
Fan Units
Shut Down Alarms
Overview Fan Units Fan Room E
Fan Units
Fan Room F
Fan Room Etc.
Issue: First 5.3 Screen Displays Page 1

Screen Display Hierarchy
Button 1 Button 2 Button 3 Button 4 Button 5 Button 6 Button 7 Button 8
Main Overview Fwd DG Systems Aft DG Systems Common Engine & Oil Bunkering Separators Freshwater Boilers
General Systems & Storage Systems Systems
Fwd Eng Aft Eng Oils Steam

Systems Systems Production
LT Cooling LT Cooling Valve Control Fwd DG Potable Water Boilers

Fuel Oil
Main Engine No.1 System System Cabinets FO Separators Treatment Overview
Exhaust DG No.1
Main View
HT Cooling HT Cooling DG SW Aft DG Cold Potable
Diesel Oil
Main Engine No.2 System System Cooling FO Separators Circulation
Exhaust DG No.2
Main View
Nozzle Cooling Nozzle Cooling Auxiliary DO/GO Hot Potable
Gas Oil Fuel
Main Engine No.3 System System SW Cooling Separators Circulation
Exhaust DG No.3
Main View
Lub Oil Cooling Lub Oil Cooling Starting Air Fwd DG Non Potable
Lubricating Oil Feed
Main Engine No.4 Evaporator System LO Separators Water Circ.
Exhaust DG No.4
Main View No.1 Fuel Fuel Working Control Aft DG
Economiser
Evaporator Evaporator Air System LO Separators
Port Shaft Bearing
Overview No.2
Auxiliary
Starboard Shaft Compressor & A.C. Machine LT Cooling 1
Port PEM
Bearing Pumping System No.1
Auxiliary
Port PEM A.C. Machine LT Cooling 2
Transformer No.2
Port PEM Port PEM A.C. Machine

Overview Converters No.3
Port PEM Button 1A Button 2A Button 3A Button 4A Button 5A Button 6A

Lubrication Chilled Manoeuvring Bilge Systems Ballast System Sewage System Garbage System Provisions Cooling
Water Equipment Systems
Port PEM
Cooling System Reheat Bilge Ballast Garbage
Starboard PEM
Water
Processing -25
Starboard PEM Alarm List
Transformer As Required Main Bilge Ballast Main Black Sewage Black Sewage Freeze
Bow Thruster System Overview Collection
Incinerator A
Compressors
Forward Forward
Starboard PEM Starboard PEM Preference
Overview Converters Tripping Stern Thruster Main Bilge Mid. Ballast Main Black Sewage Chill
Treatment Incinerator B Compressors
Centre
Starboard PEM Harmonic Port
Steering Gear Main Bilge Aft Ballast Main Convention Refrigerated
Lubrication Filters Pulper Systems
Aft Valves Rooms Deck 3
Starboard PEM Engine Room Stbd Oily Water
Cooling System Substation Steering Gear Separator Grey Sewage Refrigerated
Heeling System System - Fwd Rooms Deck 4
Accommodation Port Stabiliser Oily Bilge Aft
& Galley Substation Grey Sewage Convention Refrigerated
System - Aft Valves Rooms Deck 5-13
Stbd Stabiliser Oily Bilge Fwd
6.6kV E.R Distribution Aft Accommo.
Switchboard Transformers Transformers Fwd Machinery
Sludge
Ventilation
Emergency Fwd Accommo.
Switchboard Transformers Aft Machinery
ACB
Alarms Ventilation
Thrusters
Filters & A.C. Machines
DGs and PEMs
Transformers Tie Breakers
Issue: First 5.3 Screen Displays Page 2

Illustration 5.3a Screen Displays
Short Cuts To Fwd Eng Aft Eng Oils Steam PMS LIFTS
System Menus Systems Systems Production SIMOS IMA C 55 Time
PUMPS POOLS
Bilge Ballast Garbage Safety Date
Processing -25 Systems RESETS 32
08:36
63.08.12
Number of
Alarms
CLOSE 6.6 kV Ring 6600V and Shortcut
M10 690V
450V
to Alarm List
400V
M20
RCTR1
RCTR2
MD20 MD30 MD40 MD50 MD60 GD1 GD2 MD70
Circuit Breaker M M M M M M M
Icon
0v 0v 0v 0v 0v 0v 0v 0v 0v 0v 0v 0v 0v 0v
Q3 Q2 Q1 Q3 Q2 Q1 Q3 Q2 Q1 Q3 Q2 Q1 Q3 Q2 Q1 Q3 Q2 Q1
Galley1 Galley2
Q1 Q1 Q1 Q1 Q1 Q1
Q2 Q2 Q2 Q2 Q2 Q2
Q3 Q3 Q3 Q3 Q3 Q3
TEMPORARY RING CLOSURE SHORE SHORE

CONNECTION CONNECTION
Tie Breaker In
Function Button CLOSE Time Out Warning
Ring Closure TimedOut
Short Cuts To
Related Systems Main Switchboard Supply Failures Ring Transformers LD&SD Transformers
Issue: First Illustration 5.3a Screen Displays

Illustration 5.4a General Alarm System (Ship)
Fire Zone 5-6-7 Fire Zone 1-2-3-4
UPS-Rack PA-Rack PA-Rack UPS-Rack PA-Rack PA-Rack UPS-Rack PA-Rack PA-Rack UPS-Rack PA-Rack PA-Rack
PA Station 4 PA Station 3 PA Station 2 PA Station 1

Central Unit 4 Central Unit 3 Central Unit 2 Central Unit 1
'B' Amplifiers 'A' Amplifiers 'B' Amplifiers 'A' Amplifiers
Seil Seres K o r e a F r a n c e Se i l Se i l Se r e s K o r e a F r a n c e Se i l Se il S er es K o r e a F r a n c e Se il Seil Seres K o r e a F r a n c e Seil

Korea France Korea Korea France Korea Korea France Korea Korea France Korea


Location: Deck 9 FZ 2
Location: Deck 9 FZ 6 Location: Deck 9 FZ 5 Location: Com. Centre
Deck 5 FZ 3 To Typhone
system
To Local To Local To Local To Telephone To Local From TV-Rack To TV-Rack
Sound System Sound System Sound System Exchange Sound System AF-Source- Alarm & Ann. To Telephone
Music Program Floating Contacts Exchange
From Fire
Detection System
To IMACs
System
Officer, Crew, Officer, Crew, Officer, Crew, Officer, Crew,
Guest Entertainer Cabins 1 Guest Entertainer Cabins 1 Guest Entertainer Cabins 1 1 To Local
Guest Entertainer Cabins
Alarm Sound System
Crew Corridors, Pantries, Crew Corridors, Pantries, & Announcement Crew Corridors, Pantries, Crew Corridors, Pantries,
Mess & Working Area 2 Mess & Working Area 2 Mess & Working Area 2 2
Mess & Working Area
1 2 3 4 1 2 3 4
Main Hotel
Must-/Lifeboat CREW PASSENGERS ALL Must-/Lifeboat CREW PASSENGERS ALL
Station Station
5 6 7 8 5 6 7 8
Officers Corridors & Mess 3 Officers Corridors & Mess 3 9 10 11 12 LC-DISPLAY 2x16 CHARACTERS
Officers Corridors & Mess 3 9 10 11 12 LC-DISPLAY 2x16 CHARACTERS
Officers Corridors & Mess 3

MESSAGE 1
13 14
MESSAGE 2
15
MESSAGE 3 MESSAGE 4
16
INERT ALARM
TEST
CREW
ALERT
GEN. EMERG.
STATION
MAN
OVER BOARD
Fire Station MESSAGE 1

13 14
MESSAGE 2
15
MESSAGE 3 MESSAGE 4
16
INERT ALARM
TEST
CREW
ALERT
GEN. EMERG.
STATION
MAN
OVER BOARD
Reception
2 3
17 18 19 20 ESC BUSY 17 18 19 20 ESC BUSY
Alarm
MESSAGE 5 MESSAGE 6 MESSAGE 7 MESSAGE RESET MANUAL TALK MESSAGE 5 MESSAGE 6 MESSAGE 7 MESSAGE RESET MANUAL TALK
STOP ALARM STOP ALARM
Engine Rooms, Fan Rooms Engine Rooms, Fan Rooms Engine Rooms, Fan Rooms Engine Rooms, Fan Rooms & Announcement
4 4 Digital Station 4 4
& Technical Spaces & Technical Spaces & Technical Spaces & Technical Spaces
1 2 3 4 1 2 3 4
Cruise Safety
Station Station
5 6 7 8 5 6 7 8
Passenger Cabins 5 Passenger Cabins 5 Passenger Cabins 5 MESSAGE 1

9
13
10
14
MESSAGE 2
11
15
MESSAGE 3 MESSAGE 4
12
16
INERT ALARM
TEST
LC-DISPLAY 2x16 CHARACTERS
CREW
ALERT
GEN. EMERG.
STATION
MAN
OVER BOARD
Director Passenger Cabins 5 MESSAGE 1

9
13
10
14
MESSAGE 2
11
15
MESSAGE 3 MESSAGE 4
12
16
INERT ALARM
TEST
CREW
ALERT
GEN. EMERG.
STATION
MAN
OVER BOARD
Centre
4 1
17 18 19 20 ESC BUSY 17 18 19 20 ESC BUSY
Passenger Areas Passenger Areas Alarm Passenger Areas Passenger Areas

6 6 6 6 Digital Station
(Corridors, Lifts, Stairs & Shops) (Corridors, Lifts, Stairs & Shops) Horn (Corridors, Lifts, Stairs & Shops) (Corridors, Lifts, Stairs & Shops)
1 2 3 4
Alarm
Must-/Lifeboat CREW PASSENGERS ALL
Station
5 6 7 8
Outer Deck (Including Pool Decks) 7 Outer Deck (Including Pool Decks) 7 Lamps Outer Deck (Including Pool Decks) 7 MESSAGE 1
9
13
10
14
MESSAGE 2
11
15
MESSAGE 3 MESSAGE 4
12
16
INERT ALARM
TEST
CREW
ALERT
GEN. EMERG.
STATION
MAN
OVER BOARD
Outer Deck (Including Pool Decks) 7
5
17 18 19 20 ESC BUSY
MESSAGE 5 MESSAGE 6 MESSAGE 7 MESSAGE RESET MANUAL TALK

STOP ALARM
Lifeboat Station 8 Lifeboat Station 8 ECR Lifeboat Station 8 Com. Lifeboat Stations 8
Centre
1 2 3 4 1 2 3 4

Station Station
5 6 7 8 5 6 7 8
Restaurants (Alexandria & Medina) 10 Restaurants (Alexandria & Medina) 10 MESSAGE 1

9
13
10
14
MESSAGE 2
11
15
MESSAGE 3 MESSAGE 4
12
16
INERT ALARM
TEST
CREW
ALERT
GEN. EMERG.
STATION
MAN
OVER BOARD
Theatre (Curzon Theatre) 9 Theatre (Curzon Theatre) 9 MESSAGE 1
9
13
10
14
MESSAGE 2
11
15
MESSAGE 3 MESSAGE 4
12
16
INERT ALARM
TEST
CREW
ALERT
GEN. EMERG.
STATION
MAN
OVER BOARD
2 1
17 18 19 20 ESC BUSY 17 18 19 20 ESC BUSY
Aft Lounge (Carmen's) 11 Aft Lounge (Carmen's) 11 Observation Lounge (Crow's Nest) 13 Pre-Amp MD/Tape Observation Lounge (Crow's Nest) 13
Digital Paging Station Digital Paging Station
Recorder
Card Room, Business Centre, Wheel-
Cinema (The Playhouse) 12 Cinema (The Playhouse) 12 14 Anderson's 16 House
Library, Conf. Room (Vanderbilt's)
Bistro, Sports bar, Casino Card Room, Business Centre,
15 14 Anderson's 16 Oasis 18
(Cafe Bordeaux D8, Library, Conf. Room (Vanderbilt's) (Weights & Measures, Aerobics)
Champions & Monte Carlo D7) Bistro, Sports bar, Casino Oasis Pre-Amp MD/Tape
Night Club (Masquerade) 17 (Cafe Bordeaux D8, 15 (Weight & Measures, Aerobics) 18 Medical Centre A0
Recorder
Champions & Monte Carlo D7)
Children's Facilities
(Youth Area & Decibels) 19 Night Club (Masquerade) 17 Medical Centre A0
Children's Facilities
Conservatory (The Orangery) 20 (Youth Area & Decibels) 19
Conservatory (The Orangery) 20

General Emergency Stations Man Overboard
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 T/Sec 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 T/Sec
Alarm
Crew Alert Manual Alarm - Morse Key Function - (Depent On Pushing 'Spring' Return Manual Alarm Button)
Signals
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 T/Sec 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 T/Sec
Issue: First Illustration 5.4a General Alarm System (Ship)

Illustration 5.5a Engine Control Room and Safety Centre Lips Hi-Fog
Master
Int. Nav. System Monitor Panel CCTV
Clock
Monitor Monitors
ECR Ups and Control
Distribution Panel
ME Gov
Control Unit
ECR 230V
Distribution
ECR Console
Automatic Port/Stbd Power/Speed/Rudder Angle Indication Automatic

Telephone Telephone
Engineer';s
SMS IMACS IMACS IMACS Generator Emergency Call IMACS IMACS UHF Base
Bunk. Monitor Monitor 1 Monitor 2 Monitor 3 Emergency Stop Monitor 4 Monitor 5 Station
Tech
Stat. IMACS
Office Engine Control Monitor 6
Room Paging
DN CO2 Panel
DN
ECR Location
HVAC DN UP
MSSC Deck 4
Workroom Room Zone 5
Forward
AC
IMACS
Baggage IMACS IMACS IMACS Sound Propulsion IMACS IMACS IMACS Monitor 7
Casing Store Keyboard 1 Keyboard 2 Keyboard 3 Powered Panel Keyboard 4 Keyboard 5 Keyboard 6
EM
Store
& Track Ball & Track Ball & Track Ball Telephone & Track Ball & Track Ball & Track Ball
UP DN Paging IMACS Automatic
Panel Keyboard 7 Telephone
& Track Ball
Garbage
Hotel Main Emg. Security Bunk.
Maintenance Fire Fire Stat. Column
Workshop Stat. Stat.
Off. ECR Console Place
Stbd Autom.
Telephone Maintenance
NAPA NAPA IMACS SMS UHF Base Maintenance
Keyboard
Printer Monitor Monitor 3 Monitor 3 Station Monitor
& Track Ball
15" 21" 21"
Maintenance
Fire Detection SMS Monitor 29" Printer
Monitor 29"
Salwico
Fire Control Unit
Sprinkler Control Unit
NAPA SMS Keyboard SMS Keyboard SMS Printer

Keyboard & Track Ball & Track Ball
Handset CU & Track Ball
Handset SMS Keyboard
Automatic Telephone Fire Detection
& Track Ball
Telefax Keyboard SMS Monitor 21"
SMS Keyboard
Crew Tracking Crew Tracking & Track Ball
Monitor Keyboard
Automatic Telephone
15"
Pal Panel
Safety Centre Console
Issue: First Illustration 5.5a Engine Control Room and Safety Centre
Illustration 5.6a Engine Room Alarm and Call Systems
Key
P16.2
842.0023 842.0024 842.0025 842.0026 842.0027 842.0036 842.0028 842.0029 842.0031
Light Column
P4.1 P16.1
842.0033 842.0035 842.0030 842.0018 842.0019 842.0017 842.0016 842.0015 842.0014
P3.1 P14.2
842.0032 842.0034 842.0004 842.0007 842.0009 842.0008 842.0006 842.0010 842.0011 842.0012 842.0013
P15.3 P14.1
842.0022 842.0021 842.0020 842.0005 842.0003 842.0002 842.0001
842.0014 842.0006 Deck - 1
842.0026
842.0028
842.0036 842.0023
842.0016 842.0010 842.0004 842.0003 842.0002 842.0001
842.0029
842.0024
842.0027 842.0012 842.0011
842.0005 'Vingtor'
Machinery Spaces Communication Panel
842.0025 842.0015
842.0007
Deck - 2 Deck - 3 Deck - 4

842.0030
842.0032 842.0022
842.0008 842.0018
Electrical 842.0033
Workshop
842.0035
842.0017 842.0013 842.0021 842.0020
842.0019
842.0031 842.0009 842.0034
Issue: First Illustration 5.6a Engine Room Alarm and Call Systems
5.6 Engine Room Alarm and Call Systems Vingtor Communication System Technical Department ‘Panic’ Alarm
The machinery spaces, workshops and stores are fitted with an audible and The machinery spaces, workshops, stores and auxiliary machinery The ECR has a technical department group call alarm which sounds an audible
visual alarm system. Alarms which are raised via the IMACs system are compartments such as the thruster spaces, are fitted with an integrated alarm in each of the technical department’s officers’ cabins. This is for the use
grouped according to priority and equipment. The relevant symbol for each communication system. There are panels fitted throughout the machinery of the control room personnel when it is deemed necessary that extra technical
group is illuminated and an audible alarm sounds on indicator columns situated spaces enabling two-way communication to be carried out between any two personnel are required to avert a possible emergency or to help with a
throughout the machinery spaces. locations. Panels mounted in noisy compartments are fitted with headset plugs machinery space or technical problem such as a blackout.
which enable communication via headphones and microphones.
The columns are wired in groups as indicated on the above illustration. This group technical staff call can be initiated via the IMACs system or from
A main station (the ECR) can make an all-station broadcast and follow on with a hard pushbutton mounted on the ECR console. The system is also interfaced
duplex conversation via the headsets if required. Individual locations can be with the paging system and will alert the technical personnel via their personal
called by keying in the location number from the list which is provided at each pagers. The alarm also sounds as a constant tone on the machinery alarm
location. Simplex communication can be achieved without headsets by system in the workshops, on the bridge, officer’s wardroom, officer’s mess and
pressing the M button at the stations. A call can be cancelled by pressing the the machinery spaces.
C button.
The following cabins are included and where appropriate the officer’s pagers:
CTO
SETO
SEO
1EO
3 x 3EO Assistant Watchkeepers
3 x 2EO Senior Watchkeepers
2EO (V)
2EO (M)
2 x 1ETO
2 x 2ETO
2 x 3ETO
Issue: First 5.6 Engine Room Alarm and Call Systems Page 1
Section 6: Auxiliary Plant Services
6.1 Emergency Diesel Generator Engine Services
6.2 Steam Generating Systems
6.3 Water Systems
6.4 Sewage Systems
6.5 High Pressure Washing System
6.6 Bilge and Ballast Systems
6.7 Fuel Oil and Lubricating Oil Transfer and Bunkering Systems
6.8 Air Conditioning, Refrigeration and Ventilation Systems
6.9 Engine Room Lifting Equipment
6.10 Dry Dock Services

Illustration 6.1a Emergency Diesel Generator Engine
Left Side View (Without Radiator) Right Side View (Without Radiator)
Breather Turbocharger
Fuel Filter Oil Cooler
Thermostat
Thermostat
Fuel
Injection
Pump Alternator
Governor
Oil Cooler
Water
Pump
Service
Meter
Water Water
Drain Drain
Cock Cock
Vibration
Damper Governor
Oil
Filter Oil
Bypass Oil Pump
Filter Starters
Oil Filter Oil Level Fuel Oil Filler Turning Oil Pan Fuel Fuel Filter
Gauge Feed Gear Feed
Pump Pump
Issue: First Illustration 6.1a Emergency Diesel Generator Engine

6.1 Emergency Diesel Generators Procedure to Manually Start the Emergency Diesel Generator Engine
Two electric starter motors are fitted, close together on the flywheel housing.
Engine A bank of 24V batteries, continually charged, supply these starter motors. A a) Ensure that the control position selector switch on the emergency
Manufacturer: Mitsubishi switch on the local generator control panel selects the starting method. switchboard is set to the LOCAL position.
Model: S12R
Serial No.s: Gas oil is supplied to the engines from an independent tank (capacity 10 tons) b) Ensure that the three position switch, mounted on the local
Speed: 1,800rpm located between the generator compartments. The tank is fitted with a quick generator panel, is turned to the MANUAL OPERATION
closing valve operated from the outside deck. The tank is supplied from the position.
Generator main storage tank by a transfer pump, which is started and stopped as required.
Manufacturer: AVK Deutschland c) Check the level of oil in the engine sump and top up as necessary
Rated: 1250kVA at 690V Each generator compartment has automatically operated flaps over the air inlet with the correct grade of oil.
Max. current: 1,046A and exhaust trunkings. These are fitted to prevent the passage of air over the
Max. load: 1,000kW radiator when the engine is on standby, thus losing some of the effect of the d) Check the level of water in the radiator and top up as necessary
preheater. They also function as fire dampers. It is important to ensure that the with clean distilled water.
Introduction dampers have opened when the engine has been started, in order to prevent
rapid overheating. e) Check the level of gas oil in the emergency generator fuel oil
There are two self-contained emergency diesel generators, each situated in its service tank and top up as required.
own machinery room at the aft end of Formosa Deck (deck 5). No.2 is on the The engine should be started once a week and run up to full load monthly.
port side and No.1is on the starboard side. Whenever the engine has been started, the gas oil tank must be checked and f) Select the required method of starting using the two position
refilled if the level has dropped to or below the ‘24 hour operation’ level. switch mounted on the generator local control panel. Ensure that
Both generators will start automatically on failure of the power supply to the there is sufficient starting air (if air starting is to be used) and that
emergency switchboard. The generators will restore power to the essential Procedure to Prepare the Emergency Generator Diesel Engine for the batteries are fully charged, if electric starting is to be used.
services supplied from the emergency switchboard. These generator sets will Automatic Starting
also be used to get the ship under power from the ‘dead ship’ condition. They g) Press the green start button.
will enable power to be supplied to essential services selectively, without the a) Ensure that the emergency generator control panel is switched on.
need for external services such as starting air, fuel oil supply and cooling water. h) Check that the engine is firing smoothly.
b) Check the level of oil in the engine sump and top up as necessary
Each engine is a V-type, 12 cylinder turbocharged engine with a self-contained with the correct grade of oil.
i) Check the engine oil pressure, cooling water pressure and rpm.
cooling water system. The cooling water is radiator cooled and circulated by Investigate any abnormalities.
an engine driven pump. A thermostat maintains a water outlet temperature of c) Check the level of water in the radiator and top up as necessary
70ºC to 90ºC. Air is drawn across the radiator by an electrically driven fan. with clean distilled water.
j) Check that both the air inlet and exhaust dampers have fully
opened.
The cooling water is circulated by an engine driven pump, which also supplies d) Check the level of gas oil in the emergency generator gas oil
cooling water to the lubricating oil cooler. An electric heater is fitted to keep service tank and top up as required.
k) Check that the cooling water heater switches off as the engine
the cooling water at 40ºC to 50ºC when the engine is on automatic standby. heats up and that the thermostat operates, allowing the cooling
e) Switch the cooling water heater on. (Normally on when engine is
water to flow to the radiator, as the engine heats further.
The engine running gear is force lubricated. The engine driven gear pump stopped.)
draws oil from the integral sump, through the oil cooler and through a filter, l) If required, load the engine, otherwise allow it to run idle or stop.
before supplying the lubricating oil rail. Each engine is fitted with two f) Open the fuel oil supply to the diesel engine. (Normally open
Ideally, the engine should run for at least 30 minutes in order to
independent means of starting. when engine is stopped.)
ensure that all systems operate effectively and that the engine has
a chance to be thoroughly warmed through. The engine should be
Air Start g) Ensure that the three position switch, mounted on the local
run with the generator on load at least once per month in order to
generator panel, is turned to the AUTO OPERATION position.
check the electrical system and ensure that the engine cooling
An air start motor is fitted, with air supplied from the generator’s own air start system can cope with high loads.
receiver. During normal operation the start air is supplied from the main engine h) Ensure that the control position selector switch on the emergency
system which maintains the pressure in the receivers at 30bar. An independent switchboard is set to the AUTO position.
m) When the engine has stopped, check that the heater switches on
diesel driven air compressor is fitted to supply the receivers in the event of a automatically and restore the local control panel selector switch to
failure of the main supply or starting from ‘dead ship’. i) Check that the starting system is operational and that the batteries
AUTO.
are fully charged.
Electric Start
Issue: First 6.1 Emergency Diesel Generators Page 1

Illustration 6.1b Emergency Diesel Generator Engine Services 15
Engine Spill Return Lines
Funnel
15 Vents
742A
LS LAL 3037
743A
743A 743A 4011 EDG GO
4015 4012 65
Emergency 20 32 Serv. TK Emergency
Generator (11.73 m3) Local Start/
Stop Generator Room
No.2 742A
24V Battery Backed
3034
UPS Unit DECK 5
742A 50
3035
25
To GO Service
DECK 2 Tank 15 P (24.4 m3)
24V To Electric
Starter Motor 50 From Diesel Oil Transfer
and Bunkering System
EDG GO Transfer (Illus. 6.7.2a)
742A 742A
Pump 5 m3/h
3005 3036
+ PI
PI
742A 742A
3052 3048
20 25
743A
4014
20
To Open Key
Deck
Set Point Marine Diesel Oil
11 Bar
Starting Air
PI Electrical: 24V DC
20
Fuel
30
30--10
10
Injection
Bar
Bar
Pump 1048
20 Set Point
Air
31 Bar
Start Drain
Motor
PIAHL
PI
Starboard Emergency
Emergency Start Generator Room
Air Receiver
250 litres / 30 Bar
20 1823
1032
1042
20
F 1031 1038
1001
25
25 Drain
Emergency Start
Air Compressor
Fuel Feed From Main Hand Starting
Fuel Filter From Other 30 Bar / 20m3/h
Pump Start Air
Air Emergency
Air System
Filter Start Air Receiver
Oiler
Solenoid
Valve
Issue: First Illustration 6.1b Emergency Diesel Generator Engine Services

n) Ensure that control position switch on the emergency switchboard k) Ensure that control position switch on the emergency switchboard 10. Open the fuel filters, clean and replace the elements.
panel is restored to the AUTO position. panel is restored to the AUTO position. 11. Check the injection timing.
12. Replace the injection nozzles.
o) Ensure that the starter switch is correctly positioned for normal l) Ensure that the starter switch is correctly positioned for normal 13. Check the fuel pump drive couplings.
starting. starting. 14. Check the links and racks of the fuel injection pumps.
15. Check the turbocharger, dismantle and clean the compressor side.
(Note! Both methods of starting should be tested alternatively during weekly Procedure for Stopping the Engine after Running on Load
drills. After test running, the emergency starting method should be selected at Two Yearly
the control panel.) a) Shed load from the engine.
1. Change the governor oil filter.
Procedure to Start the Emergency Diesel Engine Using the TEST b) Allow the engine to idle for 3-5 minutes before shutting down, in 2. Change the zinc rods in the cooling system.
OPERATION Facility order to allow the cooling water and lubricating oil to cool the 3. Air filter (air monitor starting): wash the element.
combustion chambers, bearings, shafts etc. This is particularly 4. Air filter (air starting): wash the element.
a) Ensure that the control position selector switch on the emergency important for the turbocharger where a sudden stop can lead to a 5. Clean the lubricating oil cooler.
switchboard is set at LOCAL. 40ºC temperature rise, which could damage the bearings and 6. Change the lubricating oil automatic timers.
seals. Long periods of idling will result in poor combustion and 7. Cooling system pump drive: replace the V belts if necessary.
b) Check the level of oil in the engine sump and top up as necessary build up of carbon deposits. 8. Clean the charge air coolers.
with the correct grade of oil.
c) When the engine has stopped, ensure that the heater switches on Three Yearly
c) Check the level of water in the radiator and top up as necessary automatically.
with clean distilled water. 1. Check the operation of the protective devices for the following:
d) Turn the operation selector switch to AUTO OPERATION.
d) Check the level of gas oil in the emergency generator fuel oil Water temperature rise: 98º±2ºC
service tank and top up as required. e) Restore the engine to automatic standby. Engine oil pressure drop: at rated speed - 4±0.2bar
at idle speed - 1.5±0.075bar
e) Select the required method of starting, using the two position Engine Maintenance Overspeed: 112-115%
switch mounted on the generator local control panel. Check that
there is sufficient starting air and that the batteries are fully Monthly 2. Replace the torsion vibration dampers if necessary.
charged.
1. Sump: check for water or fuel in the oil. Five Yearly
f) Turn the three position switch, mounted on the generator local 2. Drain water off from the fuel tank.
control panel, to the TEST OPERATION position. This simulates 3. Drain water off from the fuel filters. 1. Flush the heat exchanger through.
a voltage failure condition to the emergency switchboard and 4. Air filter (air monitor starting): drain water off. 2. Clean the air coolers.
starts the engine. 5. Air filter (air starting): drain water off. 3. Check the vibration dampers for cracks or flaws.
6. Drain water off from the air bottle. 4. Overhaul the cylinder heads.
g) Check that the engine is firing smoothly. 7. Cooling system; check the tension and condition of the V belts. 5. Overhaul the turbochargers.
8. Check the concentration of the ‘PERRY’ filter and antifreeze. 6. Check the pistons and clean carbon deposits.
h) Check the engine oil pressure, cooling water pressure and rpm.
Investigate any abnormalities. Yearly Weekly Test
i) Check that the cooling water heater switches off as the engine 1.Change the sump oil. Test run the generator engines weekly at ERO drills. Start the generators using
heats up, and that the thermostat operates, allowing cooling water 2.Change the oil filters. a different method each week. The engines are switched to manual and one is
to flow to the radiator, as the engine heats further. 3. Change the bypass oil filter. started on air and the other via electric starter. The start methods are changed
4. Clean and check the radiator fins. the following week. Monitor the running generators for at least 10 minutes.
j) If required, load the engine, otherwise allow it to run idle or stop 5.Air cleaners (paper element type): change the filters.
it by pressing the stop button or operating the emergency stop 6.Check the air bottle safety valve for correct operation. Three Monthly Test
lever mounted on the engine. When the engine has stopped, 7. Check the rubber bushings in the coupling.
ensure that the heater is on and turn the switch to AUTO 8. Check the tension of the alternator drive belt. Run the emergency generators on load for at least 30 minutes. (See section
OPERATION. 9. Check and adjust the valve clearances. 3.16 Emergency Alternators).
Issue: First 6.1 Emergency Diesel Generators Page 2

Illustration 6.2.1a Boiler
Flue Gas
Receiver
Steam Outlet Safety Relief Valves

Valve
Water Level
Cross Section
of Sunrod
Element
Sunrod Tube
Sunrod Tube
Hot Furnace Gas
Pressure
Vessel
Furnace
Roof
Furnace
Burner Equipment
Aalborg CPH Boiler
Risers
Downcomer
Distribution Header
Issue: First Illustration 6.2.1a Boiler

6.2 Steam Systems The fire tubes passing through the pressure vessel contain Sunrod elements. Procedure for Starting the Boiler from Cold
These are water tubes with a connection to the water space of the pressure
6.2.1 Boilers vessel at the lower end and a connection with the steam space of the pressure a) Check that the boiler is secure and that all instruments and fittings
vessel at the upper end. The outer surface of the Sunrod element has a large are operational.
Oil Fired Boiler number of welded pins to increase heat transfer from the flue gas to the water
in the element. Baffles inside the element promote water turbulence. b) Fill the boiler with distilled water to a quarter of the glass. When
No. of Sets: 2 filling a boiler which is not under pressure, the shut-off valve after
Make: Aalborg Industries With this type of boiler there are two different steam generating sections, the the feed water pump must be throttled, otherwise the pump motor
Model: CPH-10 furnace water wall risers and the Sunrod elements, each of which generates will be overloaded.
Type: Sunrod, Saacke steam atomising DDZ-10 burner, about 50% of the steam.
cylindrical combined water and fire tube c) Check that the water level control system is functioning.
Capacity: 10,000kg/h at 9bar A single fuel oil burner is located in the furnace, the floor of which is lined
with refractory. The Saacke burner employs steam atomising and is supplied d) Check the burner and the safety systems are operating in
Introduction with heavy fuel oil from the main fuel system. Combustion air is supplied to a accordance with their operating instructions.
windbox by the forced draught fan and the air flow to the furnace divided into
The steam generating plant consists of two oil fired boilers and four waste heat two separate flows; the core air, which mixes with the fuel and steam at the e) Ensure that the fuel oil circulating system is set for operation.
economisers, each taking exhaust gas from a designated diesel generator burner tip and the main air flow, which enters via a swirl unit and mixes with Apply the trace heating and start the boiler fuel oil pump. The
engine. In port there will normally be one engine operating and that will allow the fuel after the burner tip. The air supply is regulated by dampers in the boiler HFO system should be prepared and operated as described
its associated waste heat economiser to generate steam. However, this is windbox, the air mass being determined by the fuel supply. The burner has a in section 6.2.4. Steam will be available from the other oil fired
unlikely to meet the demand for steam and so at least one of the main oil fired control range of 1:4 and it is ignited by a diesel operated igniter which has its boiler, the exhaust gas economisers linked to the other boiler, or
boilers will have to be operated. At times of high steam demand, it may be own air supply. from shore in a dry dock situation. This steam will provide for
necessary to operate both oil fired boilers. At sea with two, three or four HFO service tank heating and burner atomising steam.
engines running, steam demand may be satisfied by the waste heat The boiler control system (see section 6.2.5) regulates the fuel and combustion
economisers. air supply in order to maintain constant steam pressure. A flame monitoring f) Open the venting valve at the top of the boiler.
device is fitted to detect flame failure upon flash-up or during normal
The oil fired boilers and the waste heat economisers may be operated together operation. The water level in the boiler is controlled automatically by the feed g) Start the burner on manual control and low load.
in any combination to meet the steam demand. water control system, with alarms for high and low water levels. At the low-
low water level an alarm operates together with a burner trip. Water gauges are h) Check that the water level does not rise too high during the
The oil fired boilers are operated as master and slave. When the load on the fitted on the boiler shell for visual indication of water level and there are pressure raising period.
master boiler exceeds 80%, the slave boiler receives a signal and will start to remote water level indicators in the ECR.
generate steam. With both boilers firing simultaneously, they will share the i) Drain the boiler via the blow-down valves if the water level is too
load equally. When the load on the master boiler falls below 20%, the slave The boilers are provided with a steam outlet valve of the shut-off/non-return high.
boiler cuts out. If the master boiler trips for any reason, the slave boiler starts type which prevents steam from flowing back to the boiler should the pressure
automatically and takes the master boiler status. It is possible to select both in the line exceed the boiler pressure. There are two groups of feed water inlet j) Shut the venting valve when the steam blows out.
boilers to act in master mode, in which case they act independently. valves, each group consisting of a shut-off valve and a non-return valve. The
shut-off valve in the operating group must be open when the boiler is operating k) Tighten the manhole cover and hand hole covers during the
Each boiler has a single furnace, which is surrounded by a wall of water tubes. or when it is acting as the steam drum for the economisers. There are two pressure raising period, if required.
These tubes connect the lower distribution header with the pressure vessel valves which connect to the exhaust gas economisers, a water outlet valve to
upper water space, through which the fire tubes pass. The water wall consists the circulation pump and a steam inlet valve from the economisers. l) Check all flange joints at the plant for signs of leakage.
of two sets of tubes, the outer downcomers and the inner risers.
Two safety valves are fitted to the upper part of the pressure vessel. Two sets m) Switch the boiler to automatic control when the boiler pressure is
Water in the boiler is self circulating, due to the upward flow of the of blowdown valves are connected to the distribution header, the sets being 0.5 bar lower than the working pressure of the boiler.
steam/water emulsion in the riser tubes. Radiant heat from the furnace flame diametrically opposite each other. Each set comprises a shut-off/non-return
generates steam bubbles in the riser tubes and these steam bubbles form an valve and a quick closing valve. A foam valve, of the shut-off/non-return type, n) Open the main steam valve slowly to supply steam to the steam
emulsion with the water. The emulsion has a lower density than the water and has a collection pan at the normal water level and allows foam to be removed main line. The boiler is now operating on line and supplying
the emulsion rises to the pressure vessel. As the emulsion flows upwards in the from the water surface. A ventilation valve is located at the top of the pressure steam; the other oil fired boiler and/or the economisers may be
risers, water at the same temperature flows from the distribution header to take vessel and is normally closed, but is opened when the boiler is being filled or shut down as necessary.
its place. This encourages water from the outer part of the pressure vessel to drained. Two small furnace inspection windows allow for inspection of the
flow through the downcomers to the distribution header. combustion flame, whilst manholes and inspection hatches allow for
inspection and cleaning of the water and flue gas spaces.
Issue: First 6.2.1 Boilers Page 1

o) After about 3/4 weeks in operation, mud and deposits in the k) Set the HFO operating pressure at 8 - 12 bar. c) Close the manual rapid shut-off valve if it is still open.
piping system will have accumulated. These accumulations may
cause level variations which may disturb the steam generation The plant is now ready to start d) The boiler burner has now been shut down.
process. Daily blowing down of the boiler should minimise the
effect. Procedure for Operating the Saacke Burner Unit (Note! If the shutdown is to be of short duration, the fuel oil heating system
and pump set may remain switched on. The burner can be restarted at any
Procedure for Preparing the Boiler Saacke Burner System for Operation a) At the burner control box switch on the automatic sequence time.)
control.
The following description covers the basic procedures for operating the Saacke If the shutdown is for a longer duration the fuel oil heating system, pump set
DDZ oil burner with heavy fuel oil. b) Press the RESET push-button, when the TROUBLE signal lamp must be switched off and the atomising steam valve closed. The plant must be
lights up. The OPERATION signal lamp should then light up, restarted as described above.
a) The boiler is prepared for operation as described above. indicating that the safety interlock circuit (ie, the pressure or
temperature limit controls, water level limit control, etc.) is closed Procedure for Shutting Down in Case of Trouble or Danger
b) The HFO service tank heating system will be operational and fuel and the FD fan motors are in operation.
in the tank will be at the appropriate temperature. The HFO a) Actuate the emergency stop switch.
system should be prepared as described in section 6.2.4. and hot c) Wait for the end of the purge period.
HFO will be available at the burner unit. b) Wait until the compound regulator has reached the LOW FIRE
WARNING! position ‘1’, then switch off the automatic sequence control.
c) Close the manual rapid shut-off valve upstream of the burner. Unless the furnace is air-purged thoroughly and long enough, there is the
danger of an explosion. c) Trace and correct the cause of the trouble. (For help in tracing the
d) Ensure that the electric trace heating is switched on and under fault, consult the boiler burner troubleshooting manual.)
automatic control. (This should have been done as part of the d) Through the furnace observation window, observe the ignition
preparation of the boiler HFO supply system.) cycle. The pilot or ignition flame will ignite first. When the flame d) After the fault has been traced and corrected, restart the plant as
scanner senses that the pilot burner is ignited, the main burner described above.
e) Ensure that the HFO heater is operating and that hot HFO is ignition sequence commences.
available at the boiler burner unit. Procedure for Daily Boiler Inspection
e) When there is a steady furnace flame the COMBUSTION
f) Check that the HFO recirculating system is operating and monitor CONTROL switch should be switched to the operational position a) Blow down the boiler. Open the blowdown valves quickly for a
the system until the fuel temperature reaches the operational ‘1’. The burner control system adjusts the fuel and air supply in few seconds, shut and open again for 5-10 seconds. Repeat this
temperature. accordance with steam demand and steam pressure. when required, according to the boiler water tests.
g) Close the circulating valves in the return piping, closely watching Procedure for Checking the Operation of the Flame Detector b) Drain each level glass for 10-15 seconds and check the level
the pressure gauge, the heated fuel oil is now available upstream readings.
of the burner. The fuel oil pressure controller is now operational a) Remove the flame sensing element (flame scanner) from its
and will keep the preset fuel oil pressure constant after the mount. c) Check the boiler water condition and take the necessary measures
operating temperature has been reached. with regard to the feed water treatment.
b) Obscure the flame scanner window with a piece of card or similar
h) Open the manual rapid shut-off valve upstream of the burner. in order to simulate flame failure. d) Check the operation of the fuel oil burner at different capacities
through the inspection glass on the boiler.
i) Ensure that the selected boiler ignition pump is operating and c) The fuel oil supply should be cut off within one second and the
supplying DO to the burner unit for the ignition flame. TROUBLE signal lamp will be illuminated. e) Check the fuel oil temperature, fuel oil pressure and the fuel oil
flow at a set, known rate.
(Note! The fuel oil pressure upstream of the burner should be 10 to 12bar. Procedure for Shutting Down the Boiler Burner
Since the fuel oil pressure is of great importance for the operating conditions f) Check the flue gas temperature after the boiler. Too high a
and performance of the burner, it must be set very accurately during the initial a) Switch the COMBUSTION CONTROL switch to position ‘0’. temperature indicates fouling of the Sunrod tubes and the need for
adjustments of the plant.) cleaning.
b) When the compound regulator has reached the LOW FIRE
j) Open the supply valve for the atomising steam. position ‘1’, the automatic sequence control is switched off. g) Check and clean the flame scanner and the fuel oil filters.

h) Check the boiler steam pressure and the water level. Weekly Routine Checks Sootblowing
i) Check the operation of the feed water control system. Skimming (surface blowdown) according to analyses, but at least once per After a certain time in operation, soot deposits are accumulated inside the flue
week (2 minutes with the valve fully open). gas spaces of the boiler. The quantity of soot and the time of formation depends
j) Every week, check the water level alarm system. upon factors such as oil quality, boiler load and burner adjustment. Therefore
Blowdown (bottom blowdown) according to analyses, but at least once per it is not possible to specify exact intervals for sootblowing.
k) Every month, test the operation of the standby feed water pumps. week (each blowdown valve 1 minute in low load condition).
There are three methods to cheek if soot cleaning is necessary:
l) Every month, check the operation of the high steam pressure trip, Monthly Routine Checks
by adjusting the setting slightly downwards. The burner should 1) Inside inspection.
trip. Ensure that the high pressure trip switch is reset after this Check the operation of the salinity and oil detection systems.
test. 2) Checking of the exhaust gas temperature. (Clean if the
Every Six Months temperature is 10-20ºC above the figure for a clean boiler.)
Procedure for Cleaning the Boiler after Shutdown
The boiler water side (interior) must be carefully inspected at least twice a 3) Checking the draught loss. (Clean if 10 - 20mm water gauge
a) Operate the sootblowers immediately before shutdown. Start the year. above the figure for a clean boiler.)
burner and keep it in operation for at least 15 minutes after the
soot removal, in order to dry out the surfaces. Yearly The most effective way of soot cleaning is water washing, carried out when the
boiler is as hot as possible.
b) Check that the furnace and the pin tubes are clean and free from Check the water side of the boiler and hotwell for corrosion and scale
soot and other deposits. formation. Procedure for Cleaning the Tube Surfaces by Water Washing
c) Empty the water from the boiler using the blowdown valve. Open Check the feed treatment injection pump unit. a) Shut down the burner.
the venting valve when the pressure falls to 1.5 bar and let the
boiler cool. After cooling, open the inspection doors and check Boiler BlowDown b) Wait for the boiler to cool and the exhaust gases to disperse,
the water space for deposits. usually about 10-20 minutes.
Boiler blowdown is an essential requirement for complete control of the boiler
d) Check and clean the external mountings. treatment. A reduction in the boiler water concentration of dissolved and c) Unlock the burner unit and swing it out of the furnace.
suspended salts is required to meet the limits set for control of treatment.
e) Clean the pin tubes thoroughly. d) Open the soot water drain valve 724A1811 for boiler No.1 and
The frequency and duration of blowdown is indicated by the test results from 724A1812 for boiler No. 2. Check that the piping is not choked.
f) Change the inspection door joints as required. the boiler water conductivity. These tests show the total content of soluble salts
collected in the boiler from the feed water and the treatment. It is also equal to e) Unlock and remove the flue box inspection hatches, located on
g) Prepare the boiler for operation as described previously. the specific gravity, i.e. measurement of the total salt content may be done with top of the boiler.
a specific gravity meter.
Boiler and Feed Water Maintenance f) Open the flushing water supply valve from the non-potable water
The conductivity is measured in microSiemens per centimetre (mS/cm) and the system.
Daily Routine Checks approximate relationship between the salt content and the conductivity is as
follows: g) Using a hand water lance, direct a jet of fresh water directly at
The feed and boiler water must be analysed daily. Samples are taken via the each of the vertical uptakes. Flush carefully over each tube for 20
sample coolers, through which cooling water must be circulated, before the S=KxC - 30 seconds, with a flow of approximately 50 litres per minute.
sample valve on the boiler (731A4824 for boiler No.1 and 731A4838 for boiler The water pressure should be between 4 and 6bar. Care should be
No.2) and the sample cooler inlet valve (731A4821 and 731A4840 Where: S = salt content, mg/l taken not to let water get in contact with the burner throat
respectively) are opened. K = 0.6 for boiler water and 0.7 for condensate refractory.
C = conductivity mS/cm.
Boiler water is tested and chemical treatment added to maintain the water in a h) Allow time for the water to drain and check that the soot water is
condition where scale will not form and corrosion will be prevented. draining from the furnace floor. Also check that the drain outlet
has not become choked.

Illustration 6.2.2a Economisers Note* All valve numbers are Key
prefixed by 724A unless stated DG 4 DG 3 DG 1 DG 2
otherwise. Bilges Exhaust Exhaust Exhaust Exhaust
731A4852 - 53 - 54 - 55 (4,3,2,1) Silencer Silencer Silencer Silencer
Dom. Fresh Water (Non Potable) 721A
1805
731A4848 - 49 - 50 - 51 (4,3,2,1) Inside
Feedwater
Incinerator Flue 65
Fans Drain
40
1801 1803 1805 1807

1802 1806 1808
1804
Outlet Deck 10
Header
Comp. 12
Deck 9
EGB EGB EGB EGB
DG DG DG DG
4 3 2 1
Tube Register
Connection Deck 8
Tube
Deck 7
Deck 6
65
721A 721A
Inlet 125 5003 5002 125
Header
Boiler Lance 125
732A3848 - 46 - 44 - 35 (4,3,2,1) 732A3848 - 38 - 37 - 36 (4,3,2,1)
Drain Waterwash
732A3849 - 47 - 45 - 34 (4,3,2,1) 732A3843 - 47 - 41 - 40 (4,3,2,1) Deck 5 Deck 5
Outlets
DG Exhaust 125
Gas Pipes DG Exhaust
721A5005 15 LAL Gas Pipes
Deck 4 Deck 4
737A
Overboard
Feedwater 5073 737A Boiler Wash Drains 125
With Removable EGB Wash
From Exhaust Gas 737A 737A 5031
Key
Boiler Circulating 5071 5070
Water
Pumps Filter Tank
65 80 80
Feed Water Store DB12 (Stb'd) 200
1022
125
50
Economiser Washing Water
and Exhaust Gas Pipe 1020
End View Drain System
Top 125
Deck 3 Deck 3
50 Economiser
Outlet Wash Water Pump Economiser
1034 1033
Header (18 m3/h) Wash Water
PI + PI Drain Tank
1030 (2 m3) 65
Oily Bilge
Deep Deck 2 65 Deck 2
Tank 15 S
Inlet
(23.93 m3)
Header
Non Potable
Comp. 15 Comp. 14 Comp. 13
Water System
Comp. 12 Comp. 11
Issue: First Illustration 6.2.2a Economisers

i) If necessary repeat steps ‘e’ and ‘f’. 6.2.2 Economisers Procedure for Operating an Exhaust Gas Economiser from Cold
j) By looking into the furnace from the burner opening, ensure that Waste Heat Economisers a) Ensure that all the valves between the exhaust gas economiser and
all soot water is drained away. Close the soot water drain valve. the boiler are fully opened, to permit free flow conditions.
No. of Sets: 4
k) Refit the inspection hatches on the flue gas box and secure. Make: Aalborg Industries b) Ensure that all instrumentation is reading correctly.
Model: AV-6N
l) Swing the burner back into position and dry out the boiler by Type: Finned tube c) Start the circulation pump.
restarting the ignition burner. It is essential that the boiler is dried Capacity: 3,500kg/h at 9.5 bar
out in this manner since soot formations produced by an oil burner Working Pressure: 9.5bar (Note! If the boiler water is already heated (the boiler or the other economiser
contains sulphur compounds. Any residual soot and water will Max. Working Pressure: 12bar in the pair is in operation), the circulating pump discharge valve should be
therefore react chemically to form sulphuric acid which is highly Feed Water temperature: 50ºC closed before starting the circulating pump and the flow to the boiler should be
corrosive. slowly increased. This will avoid excessive thermal shock stress on the
Economiser Circulation Pumps economiser tubes.)
m) After running the burner for approximately 5 minutes, stop it and
Make: Klaus Union
open the soot water drain valve to release any residual water. d) When full circulation conditions have been established in the
Model: SLMN 50 315 160S1G
economiser and the temperature is at the correct level, the
Capacity: 28m3/h
n) Close the soot water drain valve, restart the burner and run it for generator engine may be started.
Motor: 1750rpm 12.1A 11kW
a further 10 to 15 minutes. Check that the exhaust gas temperature
is now within the correct limits. Introduction e) As steam is generated in the economiser, a steam/water mixture
will return to the oil fired boiler and steam will separate off for
o) Stop the burner and open the soot water drain valve once more. If The AV-6N boiler is a water tube exhaust gas economiser (EGE) with forced use in the steam system.
any water is still present, allow it to drain and close the soot water water circulation. The economiser generates steam solely on the heat extracted
valve. from the main diesel generator engine exhaust gases and they are used in f) When steam generation conditions are stable, set the economiser
conjunction with the oil fired boilers. The boilers act as steam/water reservoirs to operate automatically.
p) Check that all inspection hatches are clamped as tightly as for the economisers.
possible and that no gas leaks have occurred. If a hatch is Ideally the economiser should always be connected to the boiler even when the
suspected of leaking, replace the gasket. Each of the boilers operates in conjunction with two economisers, No.1 boiler associated diesel generator engine is shut down. This ensures that the
with the economisers from No.s 1 and 2 generator engines and No.2 boiler with economiser is kept warm and is ready for immediate operation when required.
the economisers supplied from No.s 3 and 4 generator engines.
Prolonged Engine Shutdown
The feed water is supplied to the boilers from the hotwell. Forced circulation
pumps, one for each economiser, take water from the boilers and supply it to If required, the circulating pump can be stopped during prolonged stays in port,
the economisers. The heated steam/water mixture is returned to the steam however, not before 12 hours after diesel generator engine shutdown and
space of the oil fired boiler where the steam is separated. provided that no abnormal conditions have occurred during the cooling down
period, e.g. small soot fires.
The economiser heating surfaces are built up of vertical registers carried out of
double steel tubes with steel gills welded on, the gills promote heat transfer If the pump must be stopped earlier than 12 hours after diesel generator engine
from the exhaust gas to the tubes. The tube registers, including tube bends and shutdown, a check must be made to ensure that no soot fires are in progress.
tube supports, are placed in the exhaust gas flow. Tube supports are fixed to the the circulation of water must be re-established prior to the next start of the
supporting beam at the side, where the inlet and outlet headers are placed, but diesel generator engine.
the other supports are not fixed to the respective supporting beams, in order to
allow for thermal expansion. The economisers are supplied with water from If, for some reason, the boiler plant is out of operation, cooling down would
the boilers and so the same water treatment conditions apply. cause a vacuum in the system. This must be avoided, as air from outside is then
able to penetrate the system and cause oxygen corrosion. This oxygen
(Note! The safety valve of the exhaust gas economiser is usually set for an corrosion will especially appear in the tube system of the economiser.
opening pressure about 1bar higher than the safety valve of the associated
boiler. Under no circumstances should safety valves be adjusted or tampered
with.)
Issue: First 6.2.2 Economisers Page 1

Economiser Emergency Dry Running Economiser Gas Space Cleaning and sends a signal to the insonating controller causing it to adjust the pulsator
operation if the sound pressure is not correct. It is possible to adjust the sound
It is possible to operate the economisers in a dry condition, i.e. with no water Light soot deposits are removed from the flue gas side of the economiser heat level.
circulating or present in the unit. However, this should only be under taken in transfer surfaces using a sonic cleaning system. Each economiser has its own
emergencies and extreme caution must then be observed to prevent soot fires. sonic system. Each cleaning system is powered from the same switchboard and Procedure for Operating the Sonic Cleaners
each use compressed air from the single infrasonic air receiver. This receiver
The economiser construction allows dry running at exhaust gas temperatures is located on deck 6. a) Open the service air inlet valve, 752A1152, to the infrasonic air
not exceeding 450ºC, provided that the heating surface is clean. The risk of receiver.
soot fires is, however, increased during dry running because the tubes, which The sonic cleaner has two operating modes, insonating and pause. Insonating
are normally cooled by the water in the economiser, are then uncooled and the is the mode when the sonic cleaner produces its low frequency sound and the b) Ensure that water is drained from the infrasonic air receiver by
temperature rise can be enough to ignite the soot, which is present on the tubes. pause mode occurs during insonating periods. The sonic cleaner is normally set opening the drain valve, 752A1153.
A soot fire under these circumstances would most likely cause major damage to automatic (AUTO) operation. This means that it will operate according to a
to the tubes. prescribed sequence of insonating and pauses. In the manual (MAN) mode the c) Open the infrasonic air receiver outlet valve, 752A1154.
sonic cleaner will insonate continuously.
Procedure for the Emergency Dry Running of an Economiser d) Open the air supply valves, 752A1162/61/60/59, to the individual
At the heart of the Infrafone sonic cleaner is the IC4990 insonating controller infrasonic cleaners.
It is assumed that the economiser is in the dry condition and the associated which controls all four sonic cleaners and has three functions:
diesel generator engine is about to be started. To open and close the solenoid valve for insonating and pause e) Ensure that the pulsator supply pressure regulating valves,
modes when cleaning 752A1829/30/31/532, are operational.
a) Inspect the heating surface prior to the dry running period.
To measure, via the transducer box TB1, the sound pressure f) Switch on the power supply to the Infrasonic switch board.
b) Clean the economiser by water washing if any soot is present. of the Infrafone sonic cleaner
To trigger an alarm if the sound pressure is below a preset level g) At the insonating controller 4990, set the power switch to ON; the
c) Start the generator engine and gradually increase the load in order power light should illuminate indicating that power is being
to raise the temperature of the economiser without causing Each exhaust pipe from the generator engines is fitted with a sonic cleaner, the supplied to all units.
thermal expansion problems. Extended low load operation of the cleaner head being located below the inlet to the economiser associated with
main engine should be avoided as far as possible in order to that engine. h) The insonating lamp will illuminate for sonic cleaner No.1 and
reduce soot formation on the economiser tube surfaces. that cleaner will insonate according to the time set with the
The sonic cleaner consists of a resonance chamber to which is attached a potentiometer P1 on the circuit board. After the time has elapsed
d) Inspect the economiser frequently and if any deposits are present, pulsator and a transducer box. The sonic cleaner is attached to the exhaust pipe the pause sequence will begin. The duration of the pause sequence
remove them by water washing. via a resonance tube and diffuser. The sonic cleaner is tuned to produce a is set by the potentiometer P5 on the circuit board.
defined frequency, corresponding to a fundamental longitudinal resonance
e) Make every effort to re-establish the water circulation to the frequency of the gas column in the exhaust gas pipe to which it is attached. i) The sequence is repeated for sonic cleaner No.2, then No.3 and
economiser, thereby reducing the dry running period to a No.4. After all four sonic cleaners have operated, the cycle begins
minimum. The pulsator generates an oscillating air/gas sound pressure which is referred again for sonic cleaner No.1 and the sequence repeats until the
to as the particle velocity. Sound generated in the pulsator, located at the top of unit switch is moved to the OFF position. The insonating lights
f) If water circulation can be re-established, the economiser should the cleaner head, is amplified, due to resonance, in the resonance chamber for each sonic cleaner will illuminate when that cleaner is
be allowed to cool down gradually before water circulation is located below the pulsator. This resonance creates a longitudinal standing insonating and the pause light will illuminate when any of the
started in order to avoid excessive thermal shock stresses which wave at intervals of 5 to 10 seconds and the particle velocity in the standing cleaners is in the pause mode.
could result in tube damage. wave has a cleaning effect on the soot and other solid particles in the gas flow.
The sound wave is omni-directional (it has no specific direction) and so the
g) After the diesel generator engine is shut down, allow the entire uptake is cleaned, both upstream and downstream of the sonic cleaner.
economiser to cool down gradually. Inspect the economiser for
deposits and damage. The infrasonic air receiver supplies compressed air at 10bar to the pulsators.
Air for each insonating cycle is supplied to each sonic cleaner via a pressure
regulator, which is connected to the pulsator inlet via a rubber hose. An
electrically activated valve switches the pulsator on and off and it then acts as
a valve for the main air flow. It is this pulsating air flow which is amplified in
the resonating chamber. The transducer box TB1 measures the sound pressure

Procedure for Changing the Sonic Cleaner Settings e) Open the water washing valves as in the following table: High Temperature Fire
The settings should only be adjusted if the system is failing to maintain the Economiser Valve Valve Under certain conditions, a soot fire may develop into a high temperature fire.
engine uptakes in a clean condition. These switches are located within the There are two forms of high temperature fire; hydrogen and iron.
Economiser DG No.1 724A1808 724A1807
insonating controller 4990 cabinet.
Economiser DG No.2 724A1806 724A1805 A hydrogen fire occurs due to the fact that water (H2O) dissociates into
a) Switch No.4 on switch panel S1 should be in the ON position hydrogen and oxygen at high temperatures. Carbon monoxide may occur under
Economiser DG No.3 724A1804 24A1803
(indicating the last number of the sonic cleaners in the operating certain conditions when carbon is present. Hydrogen is a combustible gas and
sequence) and all other switches on switch panel S1 should be in Economiser DG No.4 724A1802 724A1801 a hydrogen fire may start if the temperature is above 1,000ºC.
the OFF position.
f) Allow the water to spray over the economiser tube surfaces in An iron fire means that the oxidation of iron at high temperatures occurs at a
b) All sonic cleaner switches (S2 - S5) should be set to AUTO for order to remove soot deposits. rate sufficiently high to make the amount of heat released from the reactions
automatic operation. If not required for operation, such as when sustain the process. Oxidation of iron at room temperature (rusting) is a slow
an engine is shut down for a prolonged period, the switch should (Note! Where deposits are highly corrosive or bonded, a soaking spray with a process but it still involves the liberation of heat. At high temperatures much
be set to the STB (standby) position. If the sonic cleaner is 10% soda ash solution is advisable before washing. If seawater is used for more heat is liberated, as can be seen when cutting steel with an oxy-acetylene
required to operate continuously, the switch must be moved to the cleaning, the economiser must be thoroughly washed afterwards with fresh burner. An iron fire may take place at a temperature in excess of 1,100ºC.
manual position. However, this will disable the other sonic water in order to remove all salt deposits.)
cleaners as the insonating sequence will never be completed and Small soot fires in the economiser may occur especially during manoeuvring
it should be used with caution. g) Close the water supply valves. After all the water has drained with the diesel generator engine in low load operation. These fires do not cause
from the surfaces, inspect them to see that all deposits have been damage to the economiser but the fires should be carefully monitored. The heat
c) The sound pressure alarm level for the sonic cleaners is set with removed. If necessary repeat the cleaning process. developed by the soot fire will increase the tube wall temperature until a state
potentiometer P4. Switch S10 on the circuit board is moved to of equilibrium is reached, i.e. the heat removed by the water in the economiser
position ALARM LEVEL and potentiometer P4 is adjusted; the h) Refit the inspection doors and close the drain valves. tubes corresponds to the heat generated from the soot fire. In most cases the
sound level is shown on the sound pressure meter. Switch S10 is situation gets no worse. However, if the soot fire is severe, heat removal may
returned to the MEASURE position. i) When the generator engine associated with the economiser is to be at a lower rate than generation and the temperature locally may increase to
be brought back into service, repeat the procedure for starting as a point where a hydrogen or iron fire can occur. A hydrogen fire will only
d) Time settings for insonating and pause intervals are adjusted above. When the associated generator engine is started, check that occur if water, or particularly steam, is present. The economisers are cleaned
using potentiometers P1 and P5. The insonating interval is set to the inspection doors do not leak. of light soot deposits by means of a sonic cleaning system therefore steam is
between 5 and 15 seconds by adjusting potentiometer P1 to the not directed at the tubes at any time. However, in the event of tube failure
appropriate position; the time interval is increased by turning the Exhaust Gas Economiser Fires resulting in a steam/water mixture entering the exhaust gas pathway, a
potentiometer clockwise. The pause interval is adjustable hydrogen fire could result.
between 50 and 300 seconds, by adjusting potentiometer P5. An A fire in the exhaust gas economiser may develop in two stages. Firstly an
increase in pause interval is achieved by turning the potentiometer initial soot fire which, under certain conditions, may develop into a high Procedure for Emergency Action in the Event of a Severe Soot Fire
clockwise. temperature fire.
a) Stop the engine.
Procedure for the Water Washing of the Economiser Tube Surfaces Initial Soot Fire
b) Keep the circulating pump running.
a) The associated diesel generator engine must be stopped, but the This type of fire arises when deposits of combustible materials burn in the
economiser must be hot enough for the water to evaporate so that presence of sufficient oxygen. The main constituent of the deposit is soot but c) Raise the alarm and inform the Chief Engineer and the bridge of
the tubes and fins will not remain wet after washing. there may be additional unburnt residues of fuel and lubricating oils present. the situation.
Such fuel and lubricating oil deposits may be due to faulty combustion
b) Remove the inspection door of the exhaust gas outlet box on top equipment, but they may also occur at starting and during prolonged low d) Seal the air intakes and ensure that there is no access for air to the
of the economiser. power running of the diesel generator engine. The ignition temperature of the seat of the fire.
soot layer is in the region of 300ºC - 400ºC, but the presence of unburnt fuel
c) Ensure that the drain from the bottom of the economiser is clear or lubricating oil may lower the ignition temperature to approximately 150ºC. e) Apply boundary cooling to the casing in order to lower the
and that drain water can flow to the economiser wash water filter This means that ignition may also take place after shutdown of the generator temperature.
and drain tanks. engine.
d) Start the fire and wash deck pump system to ensure that pressure Even without an ignition temperature, the soot layer above the boiler tube wall
is available for cleaning the economiser. may be ignited by glowing particles (sparks) in the exhaust gas flow.

Illustration 6.2.3a Boiler Feed and Condensate System
Bunker Station (Port) Bunker Station (Stbd)
731A4808 731A4806 731A4803 731A4802

731A4852 731A4853 731A4854
731A4855 737A5006 737A5002
TI TI TI TI
731A4848 Manual
731A 731A4849 731A 731A 731A4850 731A4851 731A
Operation 737A50007 737A5008 737A5004 737A5003
4807 4805 4804 4801
Panel
Exh. Gas PDI PDI Exh. Gas Exh. Gas PDI PDI Exh. Gas
PI Economiser Economiser PI PI Economiser Economiser PI
150 150 3500kg/h 50 50
3500kg/h 3500kg/h 3500kg/h
TI TI TI TI
732A3848 732A3839 732A3838 732A3846 732A3844 732A3837 732A3836 732A3835 Filling
732A3849 732A3843 732A3842 732A3847 732A3845 732A3841 732A3840 732A3834

50
40 40 40 40 25
From Clean From Dirty
80 Condensate Condensate
80
80 80 To Steam
80 80 Surplus Clean Drain Clean Drain Dirty Drain Dirty Drain
200 Consumer
80 To Steam Condensers Cooler Cooler Cooler Cooler
Consumer 731A4023
TI 737A TI TI 737A TI
5097 5099
40 To Vent 731A4862 731A4861 731A4863 731A4864 To Vent 732A 732A 737A 737A 737A 737A
3015 3016 5040 5041 5059 5060
25 25
731A 731A 731A 731A 731A 731A 731A 731A
732A3865 4821 4822 4837 4835 731A4836 Sample Cooler Sample Cooler 731A4845 4844 4846 4823 4824 732A3871 100 150 50
731A 731A 731A 731A 731A 731A Observation Tank 65
TI TI
4829 For For To Vent
732A 4828 4830 4826 4827 4825 732A
Sampling 731A4840 731A4841 Sampling Filling
3866 3870 F
LIAH 80 80 LIAH 100 737A 737A
737A DIL TI
732A3827 732A3820 732A3815 732A3828 5026 5028
5014 TI
M M To Bilge
80 80 20
20 100
No.2 732A3826 732A3819 732A 732A 732A3814 732A3829 No.1 737A5027
3860 3862 50
Oil Fired Boiler Oil Fired Boiler
M
To Bilge
10000 kg/h 150 150
732A3821 732A3818 732A3825 732A3830 732A3813 10000 kg/h 732A3816 Water
732A3012 737A5066
732A3822 731A4838 731A4842 732A3833
150 To 150 732A3013
Water Level 25 Bilge Water 20
732A3817 732A3823 25 25 50
Transmitter Well 732A3832 732A3812 Level
Transmitter
Simmer Coil 731A4839 731A4843 Simmer Coil
20 F 20 20 F 20
732A3824 732A3831 25
732A3863 737A
40 732A 732A 732A 732A 732A 20 732A 732A 732A 732A
LS 5015
40 3808 3804 3805 3809 3861 20 3810 3806 3807 3811
737A 737A 40 40 40 737A
5072 5069 5018 LS
40 40 LAL
737A
737A5073 TIAHL LI TI
737A 737A 40 737A 732A3049 5016
5071 5070 80 5074
732A 80 40 150 Hot Well
10m3
With 3874 737A
40
Removable 80 150 5020 32
Key 732A
To Vent 50 737A 737A
3877 80 80 Chemical Dosing
PDI 732A 5037 5036 For
Unit
125
125
3880 Sampling
80 50 Steam
80
732A 732A 732A 32 To Bilge
PDI
3030 732A 3883 E.G.B. 4 732A 3055 + PI + PI Well
732A3031 732A 737A5017
3029 Circ. Pump 3028 732A 732A3009 3008
28m3/h 3.5 Bar 80 125
E.G.B. 3 3054
E.G.B. 2 80 15
E.G.B. 1
Circ. Pump Circ. Pump PI
732A 732A PI Key
732A 732A Circ. Pump 732A 732A 732A 732A PDI 732A 732A 3802 3003
28m3/h 3.5 Bar PDI 28m3/h 3.5 Bar 732A3056 732A3010
3063 3058 28m3/h 3.5 Bar 3071 3072 3079 3075 3087 3084 737A
PDI 732A3007 Feed Water
PDI PDI PDI
80 5012 Feed Water Pump 1
150
732A PI
PDIAH PDIAH
39.1m3/h 16 Bar
150
PDIAH PDIAH PDIAH PDIAH PDIAH PDIAH

80 732A3011 3005
Saturated Steam
732A3006 125
732A 732A 732A 732A 732A 732A 732A 732A 732A
TI TI TI
732A 732A 737A 737A 50 3801 3004
TI
3064 3061 3073 3069 3080 3076 3089 3085 3052 Bilge
5031 5019 S Feed Water
732A 50 Feed Water Pump 2
20 20 20 20 Transfer Pump
3051 39.1m3/h 16 Bar Vents
732A3025 732A3024 732A3048 732A3026 732A3027 737A 16m3/h 1.5 Bar
125 125 125 125 5010 DPI
150 732A3053
Issue: First Illustration 6.2.3a Boiler Feed and Condensate System

6.2.3 Boiler Feed and Condensate System surplus condensers. Each of these has a steam flow capacity of 6,000kg/h with Position Description Valve
39,53kW of heat extraction. Condensate from the surplus condensers flows to
Feed Water Transfer Pump Open Dirty condensate line valve from forward 737A5049
the outlet side of the hot well. As it is condensed steam, directly taken from the
economisers, it will not contain any solid matter. Open Dirty condensate line valve from midships 737A5050
No. of Sets: 1
Make: Pompe Garbarino Open Dirty condensate line valve from aft 737A5048
The cascade/filter section of the hot well is provided with an inspection or
Model: MU 32/160 LA observation compartment. The condensate flowing through the observation Open Dirty condensate drain cooler (543.4040)
Capacity: 16 m3/h; 1.5 bar tank is monitored for oil contamination and floating sediment. Any such inlet valve 737A5057
Motor: 1750rpm 1.9kW sediment found can be drained through a scum line to the bilge well. Open Dirty condensate drain cooler (543.4040)
inlet valve 737A5059
Feed Water Pump
The hot well has automatic filling. To allow for this there are level switches to Open Dirty condensate drain cooler (543.4050)
activate the feed water transfer pump start and stop. The feed water transfer inlet valve 737A5058
No. of Sets: 2
pump takes suction from the feed water storage double bottom (12 S) and will Open Dirty condensate drain cooler (543.4050)
Make: KSB
automatically replenish the hot well, when the level falls to the pump start inlet valve 737A5060
Model: n8DA 65 65/88/6.1-11.62
level. In addition to the feed water transfer pump start and stop switches, there
Capacity: 70 m3/h
is a low level alarm, a level indicator, a temperature indicator and a remote Closed Dirty condensate drain cooler bypass valve 737A5099
Motor: 1755rpm 34.5kW
temperature indicator with high and low level alarms.
Closed Observation tank entry side scum valve 737A5028
Introduction
Water from the hot well provides the main feed pumps with a positive inlet Closed Observation tank outlet side scum valve 737A5026
pressure head at the pump suctions.
The main condensate system, as part of the steam generating cycle, is the Open Three-way valve from observation tank 737A5066
section concerned with the collection of condensed steam and its discharge to
The drain coolers and surplus condensers should maintain the condensate inlet Open Clean condensate line valve from forward ship 737A5061
the hot well. To obtain the maximum benefit from steam as a heating medium,
temperature to the hot well at about 75°C.
it condenses in the heating coils as it recovers the latent heat of evaporation in Open Clean condensate line valve from aft ship 737A5062
the steam. Drain traps are fitted at the outlets from such heating coils, so that Open Clean condensate drain cooler (543.4020)
Procedure for Preparing the Condensate System for Operation
only water is allowed to pass. This is the condensate which is returned to the inlet valve 737A5038
hot well. Depending upon the heating application, the returning condensate can
a) Ensure that all pressure gauge and instrumentation valves are Open Clean condensate drain cooler (543.4020)
be very close to boiling temperature. This high temperature can cause the water
open. Check that all instrumentation, including the salinometer, is outlet valve 737A5040
in the hot well to be of too high a temperature for the feed pumps to handle,
functional. Open Clean condensate drain cooler (543.4030)
without the risk of ‘gassing-up’. Drain coolers are used to reduce the
temperature of the condensate returning to the hot well. inlet valve 737A5039
b) Set the valves for the feed water transfer pump as follows: Open Clean condensate drain cooler (543.4030)
There are two pairs of drain coolers, the clean drain coolers and the dirty drain inlet valve 737A5041
coolers. The clean drain coolers take their condensate returns from locations Closed Clean condensate drain cooler bypass valve 737A5097
which are not likely to cause contamination, if there is a heating coil failure, Open FW transfer pump suction valve 737A5010
such as water heaters. The outlet from the clean drain coolers passes directly Open Surplus steam line valve from No.1 boiler 731A4010
Open FW transfer pump discharge valve 737A5012
to the hot well. The dirty drain coolers take their condensate returns from Open Surplus steam line valve from No.2 boiler 731A4009
locations such as fuel oil heaters, where any heating coil failure could c) At the IMACs mimic, turn the feed water transfer pump control to
contaminate the returning condensate. Outlets from the dirty drain coolers pass Open Line valve to surplus condenser (543.4000) 731A4011
AUTO. Fill the hot well from the feed water storage double
to an alarmed observation tank, allowing the presence of oil in the water to be bottom. Operational Auto-valve to surplus condenser (543.4000) 731A4831
detected. Any oil or floating sediment is drained to the bilge well via a scum
line. Open Outlet valve from surplus condenser (543.4000) 732A3015
d) When the tank is at the correct level, zero the flowmeter reading,
or note the reading, so that the consumption of feed water can be Open Vent valve from surplus condenser (543.4000) 732A3022
The clean drain coolers each have a cooling capacity of 800kW whilst the dirty determined.
drain coolers have a 50kW capacity. Returns from both sets of coolers pass to Open Line valve to surplus condenser (543.4010) 731A4012
the cascade and filter side of the hot well, in order to ensure that any solid e) Ensure that cooling water is flowing to the drain coolers and Operational Auto-valve to surplus condenser (543.4010) 731A4832
matter, gathered in passage through the steam/condensate system, is removed. surplus condenser. Open Outlet valve from surplus condenser (543.4010) 732A3016
When the vessel is at sea and steam is supplied by the waste heat economisers, f) Set up the valves as in the following table: Open Vent valve from surplus condenser (543.4010) 732A3023
there may be times when excess steam is generated. In order to prevent the
lifting of economiser safety valves, the excess steam is dumped to the two The feed pumps and boilers can now be put into operation.
Issue: First 6.2.3 Boiler Feed and Condensate System Page 1

The Boiler Feed System Open No.2 boiler feed line valve 732A3006 The Exhaust Gas Economiser Feed Water Circulation System
Open Feed water line cross over valve 732A3007 Exhaust Gas Economiser Circulating Pump
The two oil fired boilers are supplied with feed water from the hot well by one
of the two boiler feed water pumps. One of these pumps is set for operation at Operational No.1 boiler automatic main feed check valve 732A3862 Make: Klaus Union
the IMACs mimic and the other for standby duty, ready to cut-in should the Model: SLMN 50 315 160S1G
Open No.1 boiler main feed check valve 732A3814
operational pump fail. The exhaust gas economisers, when in service, are Capacity: 28m3/h
circulated with water taken from the oil fired boilers by the EGB circulation Open No.1 boiler main feed inlet valve 732A3829 Motor: 1750rpm 12.1A 11kW
pumps. They do not receive feed water directly from the feed water pumps. A
Closed No.1 boiler secondary feed check valve 732A3815
minimum flow through the boiler water feed pumps is assured at all times, Hot water from the oil fired boilers is circulated through the exhaust gas
even when the feed water inlet valve at the boiler is shut by the feed controller, Open No.1 boiler secondary feed inlet valve 732A3828 economisers and about 80% of that water is converted into steam. The mixture
by means of the check valve with automatic bypass, located at each feed water of steam and water is returned to the oil fired boiler, where the steam collects
pump discharge. These valves allow a small quantity of water to return to the Operational No.2 boiler automatic main feed check valve 732A3860
at the top of the boiler and is distributed to the steam consumers. At reduced
hot well. Open No.2 boiler main feed check valve 732A3819 engine power, the oil fired boiler(s) may be intermittently fired in order to
provide additional heat for the steam generation requirement. The exhaust gas
Chemical dosing units, one for each boiler, provide for the injection of water Open No.2 boiler main feed inlet valve 732A3826 economisers are located at deck 7 level and each has its own dedicated
treatment chemicals into the boiler by means of a pump. The treatment Closed No.2 boiler secondary feed check valve 732A3820 circulating pump.
chemicals are injected into the feed water supply line, immediately after the
motorised automatic feed water valve at the boiler, via a non-return stop valve Open No.2 boiler secondary feed inlet valve 732A3827 Water from the EGB circulating pump enters the economiser at the bottom and
(732A3863 for No.1 boiler and 732A3861 for No.2 boiler). passes upwards through the heat transfer elements. Here a proportion is
d) At the IMACs mimic, select the operational boiler feed water converted into steam. The mixture of steam and water leaves the economiser
pump and switch it to AUTO operation; set the other boiler feed at the top and flows to the oil fired boiler which is currently designated as the
Procedure for Preparing the Boiler Feed System for Operation
water pump to standby. steam reservoir. Both oil fired boilers may be used depending upon steam
a) Ensure that the boilers and exhaust gas economisers, if required, demand. Flow from the economiser enters the boiler through a non-return
The boiler feed system is now ready for operation. The feed water pumps will valve.
are ready for operation.
automatically fill and maintain the boilers at the correct level. When filling the
cold boiler, the vent valve must be opened in order to expel air from the boiler Procedure for Preparing the Economiser Circulation System for
b) Ensure that the hot well is full, as described above. Operation
(valve 731A4833 on No.1 boiler and valve 731A4834 on No.2 boiler). The
vent valve must remain open until steam is generated and pressure begins to
c) Set up the valves as in the following table: a) Ensure that all valves to instruments and gauges are open and that
rise. The steam expels the remaining air and the valve can be closed when
steam issues from it. the instruments and gauges are functioning correctly.
Position Description Valve b) Ensure that the oil fired boiler, which is to act as the steam and
Connection valves to the boiler water level transmitter must be open. water reservoir, is operating correctly.
Open Hot well suction valve for No.1 feed water
pump 737A5037 No.1 boiler, water level transmitter connection valves: c) The generator engine which is to supply exhaust gas to the
Open Hot well suction valve for No.2 feed water pump 737A5036 732A3816 economiser, will be started after the economiser circulation
system is operating.
Open No.1 feed water pump check valve
732A3833
with automatic bypass 732A3802 d) The economiser(s) and boiler(s) must be checked externally for
732A3871 any signs of leakage before the units are put into service.
Open No.1 feed water pump discharge valve 732A3003
732A3870
Open No.1 feed water pump discharge line valve 732A3008 e) Set the valves as in the following table; valves not mentioned will
No.2 boiler, water level transmitter connection valves: be closed. It is presumed that the oil fired boiler system is
Open No.1 boiler feed line valve 732A3009
functioning correctly.
Open No.2 feed water pump discharge valve 732A3004 732A3821
Open No.2 feed water pump check valve 732A3822 (Note! Economisers No.1 and No.2 would normally be supplied with water
with automatic bypass 732A3801 drawn from No.1 boiler, using their own dedicated EGB circulating pumps.
732A3865 Economisers No.3 and No.4 would normally be supplied from No.2 boiler.
Open No.2 feed water pump discharge valve 732A3004 732A3866 There are crossover valves which enable all EGB circulating pumps to draw
water from No.1.)
Open No.2 feed water pump discharge line valve 732A3005

Position Description Economiser & EGB Pump Position Description Economiser & EGB Pump (Note! If necessary, any or all waste heat economisers may draw water from
No.1 No.2 No.3 No.4 either of the boilers and return the mixture of steam and water to that boiler.
Valve Valve Valve Valve This requires the boiler inlet valves from the economiser to be closed, on the
Open No. 1 oil fired boiler water Open No.2 oil fired boiler water boiler which is not to operate, and the crossover valve (731A4023) to be
circulating outlet valve 732A3813 circulating outlet valve 732A3818 opened. The circulating water outlet valves from the boiler not in use must also
Open No.2 oil fired boiler water be closed and the circulating water crossover valve (732A3048) must be
Open No. 1 oil fired boiler water opened.)
circulating check valve 732A3830 circulating check valve 732A3825
Open No.2 oil fired boiler water
Open No. 1 oil fired boiler water filter filter bypass valve 732A3054 Procedure for Filling the Feed Water Storage Double Bottom from Ashore
bypass valve 732A3051
Open EGB circulating pump Normally the feed water DB would be replenished with water produced by the
Open EGB circulating pump inlet valve 732A3026 732A3027 evaporators. However, the DB can be replenished from a shore supply via a
inlet valve 732A3025 732A3024
Open EGB circulating pump filter (a) connection at the bunker stations, should that be considered necessary.
Open EGB circulating pump inlet valve 732A3076 732A3085
filter (a) inlet valve 732A3061 732A3069 a) Connect the shore water supply pipe to the bunker station
Open EGB circulating pump filter (a)
Open EGB circulating pump filter connection on the port or starboard side of the ship.
outlet valve 732A3075 732A3084
(a) outlet valve 732A3058 732A3072
Open EGB circulating pump filter (b) b) At the port bunker station, open the test valve (737A5008), to
Open EGB circulating pump filter inlet valve 732A3080 732A3089 ensure that fresh water is being supplied.
(b) inlet valve 732A3064 732A3073
Open EGB circulating pump filter (b)
Open EGB circulating pump filter outlet valve 732A3079 732A3087 c) Open the port bunker connection non-return valve (737A5006)
(b) outlet valve 732A3063 732A3071 and fill the feed water storage DB.
Open EGB circulating pump
Open EGB circulating pump outlet valve 732A3029 732A3028
outlet valve 732A3031 732A3030 d) If the starboard station is being used, open the starboard bunker
Open EGB circulating pump line station test valve (737A5004) and check the fresh water supply.
Open EGB circulating pump line discharge valve 732A3880 732A3883
discharge valve 732A3874 732A3877 e) Open the starboard bunker connection non-return valve
Open Economiser first feed
Open Economiser first feed inlet valve 732A3847 732A3849 (737A5002) and fill the feed water storage DB.
Open Economiser second feed
Open Economiser second feed inlet valve 732A3846 732A3848
Open Economiser first outlet valve 731A4849 732A4848
Open Economiser first outlet valve 731A4851 731A4850
Open Economiser second outlet valve 731A4853 731A4852
Open Economiser second outlet valve 731A4855 731A4854
Open No.2 oil fired boiler non-return
Open No.1 boiler non-return inlet valve inlet valve from economiser 731A4861
from economiser 731A4864
Open No.2 oil fired boiler first
Open No.1 boiler first inlet valve inlet valve from economiser 731A4835
Open No.2 oil fired boiler second
Open No.1 boiler second inlet valve inlet valve from economiser 731A4830
Closed Crossover valve from No.1 and
Closed Crossover valve from No.3 and No.4 No.2 economiser outlets 731A4023
economiser outlets 731A4023
f) With the valves set as above, any of the diesel generator engines
may be started and the exhaust gas will start to generate steam in
its exhaust gas economiser. The oil fired boiler may still be
operated until there is sufficient waste heat available from the
engine(s) to meet the steam demand.

Illustration 6.2.4a Boiler Fuel Oil System
Air Air
From Boiler M M From Boiler

20 20
Atomising Atomising
Steam System 731A 731A 731A 631A Steam System
6810 6808 10 10 6813 6811
Boiler 2 Boiler 1
15
20 20
F
Combination Combination F
Controller Controller
2849 2848
20 20
2850
20 20 20 20 15
2022 2021
40 40
Boiler
PI PI TI
Fuel Oil TI
Heater 1 PI
2009
Condensate Condensate
From Atomising From Atomising
Steam System TI Steam System
HFO Service Tank 10
F 40 20 20 (Port)
Boiler 149.79m3
Fuel Oil
Heater 2 To Diesel Generator
1&2 Fuel Oil Supply
M
To Condensate 1001 1002 Pumps
System
1003
10 40 40
10 20
To Incinerator 743A 2020
DO Burners 4009 To
32
Condensate
2006 50
System
40
743A 743A 2019
25 40
4007 4008
To Leak PI
PI PI Oil DB10S Boiler F.O. PI HFO Service Tank 10
PI PI 15 15 Pumps (Starboard)
3.3m3/h 147.73m3 1004
17 Bar
To Diesel Generator
M 3&4 Fuel Oil Supply
1006 1005 Pumps
25 40
Boiler + PI + PI
Ignition Key
+ PI
Incinerator + PI Pumps 2801
DO Pumps 0.05m3/h
M
260l/h 5.5/14bar HFO Fuel
743A 743A Aalborg Sunrod Unit
4bar DO Service 743A
4002 4001
Tank 13 2026 25 20 32 Saturated Steam
32.02m3 TI
Boiler FO Mixing Tube Note* All valve numbers are

25 20 0.160m3 prefixed by 745A unless stated Condensate
743A 50 2001 otherwise.
743A
4010 4013 Air
DO Transfer 80 65 50
System Diesel Oil
2802 1192
Issue: First Illustration 6.2.4a Boiler Fuel Oil System

6.2.4 Boiler Fuel Oil System Procedure for Preparing the Boiler FO System for Operation Open Boiler FO pump No.1 discharge valve
Boiler Fuel Oil Supply Pump Open Boiler FO pump No.2 suction valve
a) Ensure that the valves leading to all instruments and gauges are
open and that the instruments and gauges are reading correctly. Open Boiler FO pump No.2 non-return discharge valve
No. of Sets: 2
Make: Allweiller Open Boiler FO pump No.2 discharge valve
b) Check that the boiler burner is clean and operational.
Capacity: 3.3 m3/h; 17 bar Operational Automatic pressure relief valve
Motor: 1690rpm 2.2kW c) Check that there is fuel in the HFO service tank to be used and
Open Automatic pressure relief valve inlet valve
Boiler Burner that the fuel is at the correct temperature.
Open Automatic pressure relief valve outlet valve
No. of Sets: 2 d) Check that atomising steam is available at the boiler to be used.
Open No.1 boiler FO heater inlet valve
Type: Saacke DDZ 8-355
Capacity: 3.3 m3/h at 17 bar e) Open the steam supply and condensate drain valves for the boiler Open No.1 boiler FO heater outlet valve
FO heaters and check that the automatic steam supply valve is
Boiler Diesel Oil Ignition Pump operational. Check that the automatic steam supply valve bypass Open No.2 boiler FO heater inlet valve
valve is closed. Open No.2 boiler FO heater outlet valve
No. of Sets: 2
Make: Saacke f) Check that the boiler forced draught fan is operational and that the Open Quick closing FO supply valve to No.1 boiler 745A2021
Model: DZ HD S30 boiler furnace has been purged before any attempt is made to flash Open No.1 boiler FO inlet valve 745A2848
Capacity: 0.05 m3/h at 7 - 14 bar the boiler.
Open No.1 boiler FO return valve 745A2850
Introduction g) Check that the boiler FO heater oil drain valves are closed. Open Quick closing FO supply valve to No.2 boiler 745A2022
The two oil fired boilers burn the same HFO as used for the generator engines, Open No.2 boiler FO inlet valve 745A2849
h) Set the valves as in the following table. In this case fuel is being
the fuel being taken from the HFO service tanks. There are two boiler FO
taken from HFO service tank 10P. The fuel oil supply valves from Open No.2 boiler FO return valve 745A2851
pumps, one operational and the other set for standby duty. These supply the
the tank may already be open if a generator engine is operating,
boiler burners with heated fuel oil. Steam heaters heat the fuel oil on its way Operational Automatic three-way inlet valve to mixing tube 745A2801
but this must be checked. The same tank will supply the boiler
from the pumps to the boiler burner units. The boiler firing rate is controlled
system and the generator engines. The valve settings are such that Open HFO service tank 10P inlet valve 745A2009
by a regulator at the boiler and any fuel not used by the boiler burners is
a steam supply is available for atomising purposes. If flashing the
returned to the boiler FO mixing tube. The boiler FO pumps take suction from Open HFO service tank 10P inlet valve 745A2006
boiler from cold, the atomising air supply valves must be opened.
the mixing tube and the HFO service tanks. Overflow from the mixing tube
flows to the HFO service tank 10S. The return fuel flow from the boilers may Open No.1 boiler atomising steam inlet valve 731A6811
also be directed to the HFO service tanks via an automatic three-way valve Operational No.1 boiler atomising steam motorised valve 731A6813
(745A2801). If the pressure in the fuel supply line from the pumps exceeds a Open HFO service tank 10P quick closing
set value, a pressure sensor activates an automatic valve which relieves the outlet valve 745A1001 Open No.2 boiler atomising steam inlet valve 731A6810
supply pressure. The oil released flows to the mixing tube. Operational No.2 boiler atomising steam motorised valve 731A6808
Open HFO service tank 10P line outlet valve 745A1002
The boiler FO pumps can also take suction from the DO service tank via three- Open HFO service tank 10P line crossover valve 745A1003 i) At the IMACs mimic, set one boiler FO pump to automatic
way cock 745A2802. DO supply would be used in an emergency, if HFO operation and the other to standby. Start the operational pump.
Open HFO service tank boiler pump supply valve 745A1192
could not be supplied to the boilers, or if it was considered necessary to flush
the boiler burner system and supply the system with DO prior to maintenance. Closed HFO service tank 10S outlet valve 745A1006 j) Set the DO pilot ignition system as described below and establish
Closed HFO service tank 10S line outlet valve 745A1005 a pilot light in the boiler(s).
All fuel lines are provided with trace heating steam.
Open HFO service tank 10S line crossover valve 745A1004 k) HFO will be circulated around the system, flowing through the
The boiler has DO igniters and there are two ignition pumps which draw DO heater(s) to the boiler burner(s) and back to the pump suction via
Open Three-way valve set for HFO suction 745A2802
from the DO service tank and supply it to the boilers. the mixing tube. When the FO temperature rises to the correct
In normal operation, steam atomisation is used for the HFO and DO, but if no Open Mixing tube quick closing valve 745A2001 temperature, the burner valves may be opened. Atomising steam
steam supply is available, atomising air at a pressure of 7 bar is employed. (or air) will produce the correct degree of atomisation and the
Open Boiler FO pump No.1 suction valve
ignition pilot light will ignite the atomised FO spray. Excess FO
Open Boiler FO pump No.1 non-return discharge valve not passing through the burner will flow back to the mixing tube.
Issue: First 6.2.4 Boiler Fuel Oil System Page 1

Illustration 6.2.4a Boiler Fuel Oil System
Air Air
From Boiler M M From Boiler

20 20
Atomising Atomising
Steam System 731A 731A 731A 631A Steam System
6810 6808 10 10 6813 6811
Boiler 2 Boiler 1
15
20 20
F
Combination Combination F
Controller Controller
2849 2848
20 20
2850
20 20 20 20 15
2022 2021
40 40
Boiler
PI PI TI
Fuel Oil TI
Heater 1 PI
2009
Condensate Condensate
From Atomising From Atomising
Steam System TI Steam System
HFO Service Tank 10
F 40 20 20 (Port)
Boiler 149.79m3
Fuel Oil
Heater 2 To Diesel Generator
1&2 Fuel Oil Supply
M
To Condensate 1001 1002 Pumps
System
1003
10 40 40
10 20
To Incinerator 743A 2020
DO Burners 4009 To
32
Condensate
2006 50
System
40
743A 743A 2019
25 40
4007 4008
To Leak PI
PI PI Oil DB10S Boiler F.O. PI HFO Service Tank 10
PI PI 15 15 Pumps (Starboard)
3.3m3/h 147.73m3 1004
17 Bar
To Diesel Generator
M 3&4 Fuel Oil Supply
1006 1005 Pumps
25 40
Boiler + PI + PI
Ignition Key
+ PI
Incinerator + PI Pumps 2801
DO Pumps 0.05m3/h
M
260l/h 5.5/14bar HFO Fuel
743A 743A Aalborg Sunrod Unit
4bar DO Service 743A
4002 4001
Tank 13 2026 25 20 32 Saturated Steam
32.02m3 TI
Boiler FO Mixing Tube Note* All valve numbers are

25 20 0.160m3 prefixed by 745A unless stated Condensate
743A 50 2001 otherwise.
743A
4010 4013 Air
DO Transfer 80 65 50
System Diesel Oil
Issue: First Illustration 6.2.4a Boiler Fuel Oil System

Procedure for Preparing the Boiler DO Ignition System for Operation Procedure for Flushing the Boiler Fuel System with Diesel Oil Procedure for Returning the Boiler System to HFO Operation
a) Check that there is an adequate DO supply in the DO service tank. (Note! As there is only one fuel supply system for both boilers the entire a) Turn the three-way valve, 745A2802, so that the boiler FO pumps
operating system will be flushed through with DO unless the components are take suction from the operating HFO service tank and not the DO
b) Check that the pump suction filters are clean. isolated. The standby boiler FO pump will not be flushed through, nor will the service tank.
burner system of an oil fired boiler which may not be operating. One of the
c) Check that all instrumentation and gauge valves are open and that boiler FO heaters can be isolated or both can be bypassed, but the description b) Set one boiler FO pump to automatic operation and the other to
the instruments and gauges are functioning correctly. given assumes that both heaters are open and both will be flushed through with standby. Start the operating boiler FO pump and flash up the
DO.) operating boiler.
d) Set the valves as in the following table:
a) The boiler system to be flushed through should be set to operate c) Operate the motorised three-way valve, 745A2801, so that fuel oil
Position Description Valve on HFO, but will not be required to supply steam. returning from the boiler burner passes to the operating mixing
Open DO service tank quick closing suction valve 743A2026 tube and not the HFO service tank.
b) Open the DO service tank quick closing valve 743A2026.
Open No.1 boiler ignition pump suction valve 743A4001 d) The boiler will operate on DO and the DO in the system will be
Open No.1 boiler ignition pump discharge valve 743A4008 c) Open the DO supply valve to the boiler FO pumps 743A4013. gradually used up.
Open No.2 boiler ignition pump suction valve 743A4002 d) Shut off the trace heating steam from the boiler FO heater(s), the e) Open the trace steam heating and steam supply to the boiler FO
Open No.2 boiler ignition pump discharge valve 743A4007 boiler FO supply lines and the boiler FO pump lines. heater(s). Monitor the boiler flame during this period for
instability which can arise as the temperature of the remaining
Open Boiler ignition pump discharge crossover valve 743A4009 e) Open the inlet valve on the operating HFO service tank, DO in the system increases. When the boiler is operating on HFO
745A2009 (port tank) or 745A2006 (starboard tank). at the correct temperature,s flame stability will return.
e) At the IMACs mimic set one boiler ignition pump to automatic
operation and the other to standby. f) Activate the motorised three-way valve, 745A2801, so that fuel
oil returning from the boiler burner passes to the operating HFO
f) Supply atomising air to the pilot ignition burner. service tank.
g) Start the working boiler ignition pump and at the boiler, open the g) Turn the three-way valve, 745A2802, so that the boiler FO pumps
pilot burner valve and ignite the atomised fuel jet. Check the pilot take suction from the DO service tank and not the HFO service
flame. tank.
The boiler now has a pilot light and the main fuel burner can be operated when h) Start the boiler FO pump on manual if it has been stopped, or
the fuel temperature reaches the correct level and the forced draught fan has switch to manual if it is already running.
operated to purge the furnace.
The boiler FO pump now supplies DO to the boiler fuel system, the HFO being
forced from the system back to the HFO tank. After about 10 minutes the
boiler FO system will be charged with DO and the pump may be stopped.
Issue: First 6.2.4 Boiler Fuel Oil System Page 2

Illustration 6.2.5a Boiler Control System
ECR Control Panel

Level
Indicator
ELS
Boiler Control Panel IMACs Local
LC
Gauges
IT
ST WC Level
Sensor C16
Level Electrode
Control
Valve M CO7B
MS C16
SV CC
W20 CO7A
AS
SC M VM Level
Sensor
Proportional
NV Signal
FO ELS Emergency Level Switch
FV LC Level Controller
FP
ME FC
DV
MB DO
IB AF Water Level Control System
AC FD
AIR
Air Flow
ME Monitoring Photocell 'Eye' MB Main Burner

IB Ignition Burner DV Diesel Shut Off Valve
SC Steam Control Valve SV Steam Shut Off Valve
IT Ignition Transformer FV Fuel Shut Off Valve
CC Combustion Controller VM Vane Motor
FC Fuel Flow Controller NV Non Return Disc Valve
AC Air Flow Controller FD Forced Draught Fan
FP Fuel Pump MS Manual Shut Off Overide
AS Atomising Steam DO Diesel Oil
High Level Alarm
FO Fuel Oil ST Steam Pressure Transducer 296mm
WC Water Level Controller AF Air Flow Sensor
219mm
Normal Water Level 833mm
Key 412mm
Low Level Alarm 537mm

Marine Diesel Oil
95mm
Low Low Level Alarm Trip 1
Fuel Oil
Low Low Level Alarm Trip 2
Saturated Steam Local

Level Gauges
Sensor
Electrical/Data Signal Electrode
Feed Water
Water Level Alarms and Trips
Issue: First Illustration 6.2.5a Boiler Control System

6.2.5 Boiler Control System The common section of the boiler control panel with the PLC/PC units Automatic Operation
contains the following:
Introduction The boilers operate as a back-up system for the exhaust gas economisers and
Switches for changing operating modes (manual or automatic)
will only start when the steam pressure falls below the set point. This is the
There are two oil fired Aalborg CPH-10 boilers and these burn heavy fuel oil Fuel oil temperature control normal arrangement for the boiler plant which must always be kept in a state
which is atomised using steam. At sea, the waste heat economisers generate of readiness. Control of the oil fired boiler plant is via the control panel apart
Fuel oil pressure control
steam and the oil fired boilers act as steam and water reservoirs. In port, the from the boiler feed pumps, water circulating pumps and fuel oil pumps which
main boilers are oil fired. One of the boilers is designated the master and the Master steam pressure control are under the control of the IMACs.
other boiler the slave. The master boiler will operate in accordance with the
Steam dump valve control
steam demand, feed water and oil firing being applied to maintain the water in If the steam pressure falls below the set value, the master boiler will start and
the boiler at the correct level and generate steam at the rate to satisfy the Alarms for common section components the burner will be kept on minimum load until the steam pressure has reached
demand. The slave boiler works in conjunction with the master boiler and will the pressure of the main steam line. The burner load will then follow the main
Emergency operation of common equipment steam demand. If, when firing on oil, the steam demand falls below the
operate if the steam pressure falls below a set value when the master boiler is
operating. The slave boiler will stop firing when the steam pressure rises above Each of the boiler control panel sections contains the following: minimum burner setting, the burner will continue firing and the steam pressure
a set value. Automatic control is exercised in response to signals from will increase until it reaches the set point for the burner to stop. The rate of
transmitters located in the steam lines. Burner mode selection with emergency local operation of the burner firing is set to a predetermined ramp function in order to ensure correct boiler
Combustion air fan operation temperature rise. The burner will remain off until the steam pressure falls
Boiler System Set Pressures below the value set for automatic start, at which point the burner will ignite and
Boiler water level control raise the boiler pressure to the set point.
12.0bar (gauge) Economiser safety valves open
Atomising steam pressure control
11.0bar (gauge) Boiler safety valves open The slave boiler control system allows the slave boiler burner to operate in
Compound controller (burner load controller which regulates minimum load until the pressure transmitter reaches its stop point. This ensures
10.5bar (gauge) Maximum boiler working pressure: burner cuts out the fuel and air supply to the boiler burner in order to keep the that the slave boiler is always ready to supply steam to the system if necessary
(alarm) common main line steam pressure steady at the required value) and avoids the slave boiler cooling down during long standby periods. The
10.1bar (gauge) Main steam line alarm Burner management control by means of PLC sequence control slave boiler burner starts if the steam pressure falls below its minimum value
setting. The slave boiler will only operate in normal firing condition if the load
9.3/9.6bar (gauge) Steam dump valve opens Boiler section alarms on the master boiler exceeds and remains above a predetermined value (about
9.0bar (gauge) Burner stop signal 75% load, but this is adjustable) for a period of time. When the slave boiler
Systems for Emergency Operation of the Boiler Equipment
burner is activated, the slave boiler pressure will rise until it matches the steam
8.0bar (gauge) Burner start signal
supply pressure. The rate of firing during this period is set to a predetermined
The burner sequence is handled by the programmable sequence controller in
7.8bar (gauge) Boiler pressure controller set point ramp function. When the slave boiler is operating at the main steam pressure
the PLC and deals with aspects such as start/stop, purging, ignition, etc. The
the load will be shared equally between the two boilers. The slave boiler will
7.5bar (gauge) Slave burner stop signal high pressure sequences for start, operation and stop are carried out by means of program
cut out when the steam load falls to the predetermined cut out load (about
steps and each step must be correctly carried out before the next step can take
6.5bar (gauge) Minimum steam pressure (alarm) 30%).
place. This means that the PLC sends a signal to operate a particular function
6.5bar (gauge) Slave burner start signal and that function provides feedback to the PLC to indicate that the operation
(Note! The boilers may be operated in emergency firing mode if the key
was successful. If successful, the PLC signals the next step to take place. If,
The boiler plant may operate under automatic control via the IMACs or the operated switches on the burner control panels are turned to that position. This
however, the function was not performed successfully within a set time period,
local programme controller (PC) situated next to the boilers. The boilers may bypasses the automatic sequence controllers and the burners are operated from
the PLC signals the unit to stop safely and raises an alarm.
also operate under manual control by selecting the manual positions on the the local position.)
boiler controller switches at the local panel and at the burners. The two oil fired boilers may be operated as master and slave on automatic
Burner Sequence Control
control or they may be operated in manual mode, independently or
The local control panel consists of three parts, one part for each of the boilers simultaneously.
and one for the common items. The common part is provided with a Each boiler has a single burner and each burner has its own sequence controller
programme logic controller (PLC) and a programme controller (PC). At each (PLC) which deals with furnace purge time, ignition, flame supervision and all
The control system interlocks will not allow the boiler to be fired if the water
of the burner units on the boilers is an emergency control box. The control aspects concerned with the operation of the burner. The burner compound
level is not within predetermined limits.
panel allows different parts of the plant to be run on manual (MAN) operation subcontroller deals with the setting of the air damper and fuel oil control valve
without the PLC and PC units. All of the main pumps (boiler feed water, to match the steam demand. (If the steam demand falls below the minimum
economiser circulation and fuel oil) are controlled from the IMACs and not firing rate, the burner will shut off when the maximum pressure is reached).
from the boiler control panel.
Issue: First 6.2.5 Boiler Control System Page 1

Illustration 6.2.5b Boiler Control System 1. Atomizing Steam 1. Fuel Oil Pressure
2. Water Level 2. Fuel Oil Temperature
Boiler 2 Section Common Section Boiler 1 Section 3. Load Level Burner 3. Steam Pressure
1 2 3 1 2 3
4. Atomizing Steam Pressure 4. Fuel Oil Pressure
PLC PLC PLC (Decrease & Increase) (Decrease & Increase)
4a. Atomizing Steam Control 4a. Fuel Oil Pressure
(Auto/Man) (Auto - Man)
-X1 -X3 -X1
MMI Inter
-X1 -X3 5. Feed Water Control Valve 5. Fuel Oil Temperature 4 5 6 7
Face (Decrease & Increase) (Decrease & Increase)
5a. Feed Water Control Valve 4 5 6 5a. Fuel Oil Temperature
(Auto - Man) (Auto - Man)
6. Burner Load Main 6. Steam Dump Valve 1 4a 5a 6a
Process Station P6.0 For Common Process Station P5.0 For 4a 5a 6a
(Decrease & Increase) (Decrease & Increase)
Boiler 2 + Common Components Boiler 1 + Common
RS422 Communication RS422 Communication 6a. Burner Load Control 6a. Steam Pressure
(Auto - Man) 12 7 (Auto - Man)
7. Too Low Water Level 7. Steam Dump Valve 2
(Reset) (Decrease & Increase)
8. Combustion Air Fan 14 15 16 8. Ignition Burner Pump 1
-X9 -X8 -X7 -X9 -X8 -X6 9. Combustion Air Fan Start 9. Ignition Burner Pump
10. Combustion Air Fan Stop Selector 1,2&3
11. Combustion Air Fan Control 13 10. Ignition Burner Pump 1
Burner 2 Gauge Board Boiler 2 Burner 1 Gauge Board Boiler 1
(Auto & Man) 11. Control Voltage 8 10
9 10
12. Smoke Density 12. Supply On From
Boiler Control Connections 13. Smoke Density Start Boiler Section 1 9
14. Control Voltage 13. Supply On From
15. Burner Mode Selector
11 Boiler Section 2
8 15
Auto/Emerg. (Key Switch) 14. Lamp Test 11 12 13 14
16. Lamp Test 15. Emergency Stop
A1 18
Link Power PLC:3 1601 1600 4AI 4AI 4AI 4AI 17. Main Switch
PLC Common
Coupler Supply CPU 18. Emergency Stop
Section 17
Boiler Section1/2 Control Panel Layout Boiler Common Section Control Panel Layout
1747- 1746-P2 1447- 1746- 1746- 1746- 1746- 1746- 1746-

AC L532 1B16 0B16 N14 N14 N14 N14 Start Sequence
A4 Control Voltage On Start/Stop Sequences
Power 4AI DSP DSP DSP Stop Sequence
Supply 5 6 7 8
Safe Interlock Position
*
Interlock OK Ignition Time + SF
Compound Servo To
Compound Servo Igniter Inserted Steam Purge Position Stop
To Min. Position
SF
Stop
Stop
Oil Supply V/V Open 10
1746-P2 1746-
N14
Oil Supply V/V Open 5 0
*
Burner Start SF
Stop
Stop * Time SF
Air Fan + Atomising Safety Time Stop
Link Power PLC:2 1601 1600 4AI 4AI 4AI Inter
A2
Steam V/V 1 SF
Stop
Stop
11
Coupler Supply CPU Face
PLC Boiler 2
Section * 0
Ignition Off 6 0
*
Air Fan Running SF
Stop
Stop * Time SF
Compound Servo To Flame Stable Time Stop
1764- Purge Position 2 SF
Stop
Stop Oil Supply V/V Closed
Steam Purge V/V Open 12
BAS- Purge Pos. Proven + * 0
Min. Firing Position 7 0
*
1747- 1746-P2 1447- 1746- 1746- 1746- 1746- 1746-
MBUS Process Station P6.0
Connection To IMACs
Time For Purge SF
Stop
Stop Diff. Pressure OK + * Steam Purge Time
Steam Purge V/V Close
SF
Compound Servo To Auto Operation Mode Stop
AC L532 1B16 0B16 N14 N14 N14 RS422 Ignition Position 3 SF
Stop
Stop
Compound Servo 13
A3
Compound Servo * 0
Modulation Free 8 0
To Closed Position
*
Link Power PLC:1 1601 1600 4AI 4AI 4AI Inter PLC Boiler 1
Ignition Pos. Proven SF
Stop
Stop * Cooling Time
Coupler Supply CPU Face Ignition Burner Pump
Section
Start + V/V Open 4 0
SF
Stop
Stop
* 0
0
1764- * : Condition To Be Fulfilled

BAS- For Leaving The Step Above
MBUS : Normal Stop At Setpoint Or Burner Switch And Entering The Next Step
1747- 1746-P2 1447- 1746- 1746- 1746- 1746- 1746-
Process Station P5.0 : Burner Stop By Means Of
AC L532 1B16 0B16 N14 N14 N14
Connection To IMACs Safety Interlock Circuit Open. Set To Stop. If Oil Valve Has Not Yet Been
RS422 The Sequence Will Return To Step Opened The Sequence Will Return To Step 0. : Sequence Step Number, When
When Oil Is On, Sequence Will Jump To Step 10, Active The Associated Outputs
Boiler PLC Configuration
Chassis 0 1 2 3 4 5 6 7 * 0/10 And The stop Sequence Will Be Executed, Before X Will Be Active, And The Described
Slot No. Returning To Step 0. Actions Will Be Executed
Issue: First Illustration 6.2.5b Boiler Control System

The steam pressure transmitter is located in the main steam line for both boilers Procedures for Operating the Oil Fired Boiler Plant Emergency Operation (Manual)
(valve 731A4856 must be open) and this gives the measured variable for the
master steam controller. The set point for this controller can be adjusted. The Procedure for the Selection of Plant Operation Mode a) Turn the burner mode selector emergency key switch (52S7A) to
output signal from the master steam controller is the set point for the the EMERGENCY position.
compound controller at each boiler panel. When both the master and slave a) At the PC panel in LOCAL mode or at the IMACs mimic, select
boilers are operating, their set points are the same and they will operate BURNER SYSTEM, to show the main burner system mimic. b) Move the combustion air fan switch to the MAN position.
together in order to maintain the steam pressure, the load being shared equally.
b) Select BOILER PLANT, to change the mimic to boiler control. c) Press the combustion air START button.
When steam demand falls to the 30% set load point and both boilers have
dropped down to their cut-out position, the slave boiler burner is stopped. The c) Select the required boiler operation mode by pressing the d) Select MAN on the burner load controller (compound controller).
boiler will fire at the minimum rate in order to maintain its pressure at the appropriate button; BOILER 1 MASTER/BOILER 2 SLAVE or
minimum condition ready for restart, should that be necessary. BOILER 2 MASTER/BOILER 1 SLAVE. e) Purge the furnace for at least 60 seconds.
The master boiler will remain operational until the exhaust gas boilers are d) For operation in manual mode, the boiler selector switch must be f) Set the compound load selector to the ignition position by means
operating to maintain steam pressure. The boiler burner will shut down but will turned to the MAN position. of the potentiometer.
operate at the minimum firing level to maintain minimum boiler set conditions.
Procedure for the Selection of the Burner Mode Operation g) Press the button to open the atomising steam valve.
The burner sequence is carried out in program steps executed in sequence. The
steps can be followed on the PC operator interface on the front of the local The controller gives the opportunity for operating the burner(s) in AUTO mode h) Press and hold the IGNITION button until the ignition burner is
control panel. Each step activates the necessary signal to a particular device (from the local PC unit) or EMERGENCY mode (from locally at the burner). on.
such as the air fan, the igniter or the fuel valve and it also signals the compound
controller to activate its parts of the sequence. Before and after a stop, the Automatic (AUTO) Operation i) If the ignition burner is satisfactory, press the OPEN OIL VALVE
sequence will always revert to step 0 and await a new start order. In the event button and keep depressed for 5 seconds.
or failure of any interlock, the programme will be initialised but return to a set a) Check that the burner mode selector emergency key switch
point in the sequence activating an immediate burner stop. When the failure (52S7A) is not activated and that the burner is in AUTO mode. j) Release the button and check the flame. If there is no flame,
has been corrected and the interlock has been reset, the burner sequence will repeat the furnace purge for 60 seconds and then attempt re-
go to step 0 and commence the start sequence again. When the burner is ignited b) Switch the combustion air fan to AUTO at the combustion air fan ignition.
successfully the compound controller takes over the regulation of the fuel and switch (53AS5B).
air supply in accordance with steam demand. In the case of a normal stop, the k) When the flame is stable, the firing rate can be adjusted by
compound controller shuts off the oil supply to the burner and purges with c) Press the BURNER SYSTEM button to show the main oil flow regulating the compound controller potentiometers on the control
steam before shutting down. The fan is allowed to operate for a period in order picture. panel to the required firing rate.
to cool the burner. The start sequence is shown in the illustration 6.2.5b.
d) Press the BOILER PLANT button to change the picture for boiler l) Firing is stopped by pressing the OIL VALVE CLOSE/STEAM
Operation plant control. PURGE VALVE OPEN button on the local emergency box for at
least 15 seconds. When purging is completed the button is
The complete steam raising plant should be considered as a single entity, the e) Toggle the AUTO START buttons in order to automatically start released and the burner is stopped.
boilers are set to automatic operation and will function when the exhaust gas the burners. Toggle the STOP buttons to stop the burners. This
economisers cannot meet the demand for steam. The boiler control system is starts and stops the burners in local mode only. CAUTION!
designed to operate the burner sequence, load control alarms and ancillary When in emergency operating mode, only the low water level and flame
systems. The system can be operated in automatic mode either locally from the (Note! In automatic mode, the combustion air fans start automatically and run failure safety interlocks are operational. The boiler must be constantly
PC panel or from the engine control room via the IMACs. The complete plant for a minimum of 20 minutes in order to avoid more than 3 starts per hour. The supervised.
or parts of the plant can be operated manually should the need arise. This is compound controller will automatically operate the air damper and oil control
achieved at the PC panel by means of the AUTO/MAN selector for the boiler valve during the purge and ignition cycles.)
components concerned.
f) The burner sequence steps can be followed on the PC display by
Local operation selects the control panel at the boiler unit for each component pressing the BURNER SYSTEM button to show the main oil
group and the groups can then be operated locally on automatic or switched to flow picture. The active steps for the selected burner (No.1 or
manual operation. Local automatic operation is via the touch screen and/or the No.2 boiler) and the actions are indicated.
numeric keys on the PC keyboard. Automatic control is via the IMACs system.

Boiler Control Loops Fuel Pressure Control Atomising Steam Pressure Control
The control system allows different parts of the boiler system to be operated AUTO Mode AUTO Mode
under automatic control from the PC interface, or the IMACs (AUTO) or under a) Select AUTO on the fuel oil pressure switch on the local control a) Select AUTO at the atomising steam pressure control
manual control (MAN) from the local control panel on pushbuttons or panel. AUTO/MAN selector switch on the control panel for the boiler
potentiometers. concerned.
b) Push the BURNER SYSTEM button to show the main oil flow
Selection of the operating mode of the individual controllers is achieved by picture. b) At the local PC or IMACs mimic select BURNER SYSTEM to
turning the controller operating switch on the local control panel. show the main oil flow picture.
c) Select FUEL OIL PRESSURE CONTROL to change the picture
AUTO Mode for FO pressure control. The operator can now change the set c) Select ATOMISER STEAM PRESSURE CONTROLLER to
point and PID gain for the controller. change the picture for atomising steam pressure for No.1 boiler or
The controllers are software based and the program is stored in the PLC. The No.2 boiler. The operator can now change the set point or the PID
only action needed may be to change the set point and the PID gain. Different MAN Mode gain.
pictures/mimics for the controllers can be called at the PC or at the IMACs. a) Push the AUTO/MAN button to change to MAN operating mode.
Moving between input fields for set point (SP) and PID gain is accomplished MAN Mode
using the arrow keys and a new parameter value entered by overwriting the old b) Push the INCREASE or DECREASE buttons to increase or a) Select the MAN position on the atomising steam control
value. The new value is activated by pressing the CTRL-PAGE DOWN keys decrease the output signal to the FO control valve. The FO AUTO/MAN switch.
together. pressure is displayed on the gauge above the buttons. The increase
or decrease is active whilst the button is pressed. b) Push the INCREASE or DECREASE buttons at the atomising
For each controller, there is a switch for selecting AUTO and MAN modes. steam control valve switch to increase or decrease the output
AUTO mode is normally used. In MAN mode, the PLC is inactive and the Feed Water Level Control signal to the servo-motor control valve. The increase or decrease
operator manually controls the particular loop by activating the relevant push is active whilst the button is pressed. The atomising steam
buttons on the local control panel. AUTO Mode pressure gauge is located above the buttons
a) Select AUTO at the feed water control AUTO/MAN selector
Procedures for Regulating Boiler Control Loops switch on the control panel for the boiler concerned. Master Steam Pressure Control
In the automatic mode, no action is required on the part of the operator except b) At the local PC or IMACs display, select WATER SYSTEM to The boilers operate according to the master steam pressure set point and this
to adjust the set point and PID gain if required. show the main water flow picture. can be selected by the operator at the boiler control panel (or on the IMACs).
Fuel Temperature Control c) Select FEED WATER CONTROL to change the picture for feed a) At the control panel, select the BURNER SYSTEM to show the
water control for No.1 boiler or No.2 boiler. The operator can now main oil flow picture.
AUTO Mode change the set point or the PID gain.
a) Select AUTO on the fuel oil temperature switch on the local b) Select the MASTER CONTROLLER, to change to the picture for
control panel front. d) The TOO LOW WATER LEVEL RESET button may be pressed the master steam pressure control.
to override the low water level cut-out.
b) Push the BURNER SYSTEM button to show the main oil flow c) In AUTO mode the boiler control loop operates automatically.
picture. MAN Mode The output from the master steam control is fed to the compound
a) Select the MAN position on the feed water control AUTO/MAN combustion control in each boiler PLC.
c) Select FUEL OIL PRESSURE CONTROL to change the picture switch.
for fuel oil temperature control. The operator can now change the d) For automatic/hand mode, AUTO/HAND must be selected at the
set point and PID gain for the controller. b) Push the INCREASE or DECREASE buttons at the feed water panel. The INCREASE or DECREASE buttons are pressed to
control valve switch, to increase or decrease the output signal to increase or decrease the output signal to the compound controller.
MAN Mode the control valve. The increase or decrease is active whilst the
a) Push the AUTO/MAN button to change to MAN operating mode. button is pressed. The water level indicator gauge is located above
the buttons
b) Push the INCREASE or DECREASE buttons to increase or
decrease the output signal to the FO heater control valve. The FO c) The TOO LOW WATER LEVEL RESET button may be pressed
temperature is displayed on the gauge above the buttons. The to override the low water level cut-out.
increase or decrease is active whilst the button is pressed.

Combustion Control, Compound Unit (Fuel and Air) AUTO/HAND Operation Smoke Density Monitor
AUTO Mode The above boiler control loops can also be operated by hand whilst still in Each boiler uptake is fitted with a flue gas monitoring system which detects
AUTO mode. This would only be undertaken if there was a particular reason levels of smoke. The unit essentially comprises a detector (a lamp and a
a) At the air flow control switch, on the local boiler control panel, for changing from the normal automatic operation without going to full manual receiving photocell in a housing), a blower and an amplifier. The blower
select AUTO. control of the particular loop operation. provides an air draught in the lamp and photocell housing which prevents soot
particles from adhering to the lenses and thereby influencing the accuracy of
b) At the control panel select BURNER SYSTEM, to show the main Procedure for Auto/Hand Operation of a Control Loop the unit. The reduction in the amount of light falling on the detector photocell
oil flow picture. is directly related to the amount of smoke in the flue exhaust. The amplified
a) With the AUTO switch selected for the particular control loop output signal from the photocell is used to power a milli-ammeter which is
c) Select the combustion air fan for No.1 boiler or No.2 boiler. The select AUTO/HAND at the control panel. A flashing signal at the calibrated to read smoke density. If there is no light falling on the photocell
operator can now change the PID gain. panel will indicate that hand has been selected. then no current is generated and this is the condition for black smoke.
MAN Mode b) Push the INCREASE or DECREASE buttons on the control panel The strength of the light beam is set by means of the INTENSITY
to increase or decrease the output signal to the particular potentiometer so that the instrument’s measuring range is adjusted to the actual
a) At the air flow control switch on the local boiler control panel, controlled unit. smoke channel width. The alarm point is set by pressing the ALARM LEVEL
select MAN. ADJ button and rotating the adjusting knob to the required level. When THE
c) When the need for Auto/Hand operation has passed the current falls to this level, the alarm is activated. The alarm function is
b) Turn the potentiometer (58R9a) air flow manual control to the AUTO/HAND is deselected at the control panel. disconnected during this adjustment in order to prevent a false alarm which
right to increase, or to the left to decrease, the output signal to the would activate the automatic burner stop. The instrument may be calibrated
air dampers. (Note! Extreme care must be taken whenever changing any boiler control (when the glasses are clean and clear air is passing the detector heads) by
parameter. The operating instructions and the new values must be checked rotating the second knob in the adjustment panel until the maximum deflection,
Steam Dump Valve I and II Control before any steps are made to alter the set values. Unless there is good cause, to the ‘0’ position, is obtained on the instrument gauge. When adjustment to
set values and PID gains should not be altered.) both adjusting knobs has taken place, both must be locked by means of the
AUTO Mode locking screws.
The control loop is operating and needs no action. The system has a built in alarm delay of 20 seconds in order to discount any
transient readings which could be high when flashing up.
a) Select AUTO at the steam pressure switch below the valve push
buttons on the common panel. The instrument glasses should be checked weekly and cleaned as necessary. If
there are a number of frequent alarms indicating high smoke levels, the glasses
b) At the control panel select the WATER SYSTEM, to show the may require more frequent cleaning.
main water flow picture.
The smoke monitor must be switched on at all times when the boilers are in
c) Select STEAM DUMP CONTROL on the picture. The operator operation or on standby for operation.
can now change the PID gain for the controller.
MAN Mode
a) Select MANUAL at the steam pressure switch on the common

panel.
b) For dump valve I and dump valve II, press the INCREASE or
DECREASE buttons to increase or decrease the output signal to
the servo motor control for the particular valve. The increase or
decrease is active whilst the button is pressed.

Illustration 6.2.6a Sludge System
Bunker
Stations
ESD
(P) (S)
Sludge Sludge
1050 1052
Deck 4 Deck 4
Transformer
Deck 3 65 65
Room
Incinerator
Burners
65 65 2 65
65 65
TI
1038 1037 65 1
LAH
Deck 3
Waste Oil Waste Oil 1039

Deck 2 Storage TK 15 (P) Storage TK 15 (S) Deck 2
1033 1032 1040
TI LI LAH TI LI 65
Oily Bilge Sludge Sep. Sep.
Deep Settl. Drain TK Drain TK
TK 15 (S) TK 10 (P) 10 (S)
1041 1042
15 (S) 18 18
Oily Bilge 1044 1045
Sep.TK 18 18 1001 1002
Oily Bilge Oily Bilge

Waste Oil Coll. 1046 System 1 System 1
TK 15 (S) 1047
80 80 80 80
65 LAH 65
TI
80
1030 65 LAH
1036 1035 1034
1029 Steaming Out
1028 1025 1020
Connection Leak
Start 1048
Stop Oil DB
11&12 (P)
1027 1024 1019 80 LAH
Bilge 1003
80 80 80 Water DB 1010 80
14 (P) LAH LAL
Waste Oil Sludge Oil
Pump Pumps 1006 1005
Sludge Oil 1804
(15 m3/h) (15 m3/h) Incinerator 1011 Leak
TK 14 (P) Sludge 80
No.2 No.1 Oil DB
Pumps
80 10 (P)
80
1026 1023 1018
80 80
1012
80
80 1015 1014 1004
80 LAH
1013
Key 1017
LAH
80
LAH
80
Sludge
1016 Leak 1008 1009
Stern Tube
Electrical Signal Drain DB Oil DB Leak
Leak 11&12 (S) Oil DB
15 (S) Bilge Water DB
Oil DB 10 (S)
Note* All valve numbers are 15 (S) 14 (S)
otherwise.
Compartment
Compartment 15 Compartment 14 Compartment 13 Compartment 12 11 Compartment 10
Issue: First Illustration 6.2.6a Sludge System

6.2.6 Sludge System Procedure for Preparing the Waste Oil System for Pumping to the f) Start the waste oil pump and transfer the contents of the tank to
Sludge Oil Tank the sludge oil tank.
Sludge Oil Pump
a) Steam heating is to be applied to any tank which is to be pumped g) If waste oil is to be transferred ashore, rather than to the sludge
No. of Sets: 2 out and trace heating steam applied to the lines serving that tank. tank, the precautions described in the section covering the taking
Make: Comet Marine Pumps Trace heating steam is to be applied to the waste oil pump of bunkers must be observed regarding communications and the
Type: Vane discharge lines to the sludge oil tank. avoidance of spills.
Capacity: 15m3/h; 6.0bar
b) Check the contents of the tank to be emptied and check that the Procedure for Preparing the Drain and Leak Oil Tanks for Pumping to
Waste Oil Pump sludge oil tank has sufficient capacity for the oil being pumped. the Sludge Settling Tank
No. of Sets: 1 c) The waste oil pump has a discharge relief valve, set to 4.0 bar, a) Steam heating is to be applied to any tank which is to be pumped
Make: Comet Marine Pumps which sends oil back to the suction, thus controlling pump out and trace heating steam applied to the lines serving that tank.
Type: Vane discharge pressure. Trace heating steam is to be applied to the sludge oil pump
Capacity: 15m3/h; 6.0bar discharge lines to the sludge settling tank.
d) Open all instrument and gauge valves and ensure that the
Introduction instrumentation and gauges are working correctly. b) Check the contents of the tank to be emptied and check that the
sludge settling tank has sufficient capacity for the oil being
Sludge is produced by the purifiers and discharged to the separator drain tanks e) Set the system valves as in the following table: pumped.
of which there are two; separator drain tanks 10P (port) and 10S (starboard).
The leak oil tanks (DB 10P, DB 10S, DB 11/12P, DB 11/12S, and 15S) also Position Description Valve c) The sludge oil pumps have discharge relief valves (set at 4.0 bar)
form part of the sludge system, as do the waste oil storage tanks (15P and 15S). which sends oil back to the suction, thus controlling pump
Open Waste oil pump suction valve 771A1026
Oil from the stern tube drain tank supplies oil to the sludge system. discharge pressure.
Open Waste oil pump discharge non-return valve 771A1027
Water from the bilge double bottom tanks 14 port and starboard is processed d) Open all instrument and gauge valves and ensure that the
Open Waste oil pump outlet valve 771A1028
in the coalescer oily bilge separator and the oil collected is passed to the waste instrumentation and gauges are working correctly.
oil collection tank, 15S. Additionally, oil from the oily bilge deep tank (15S) is Closed Waste oil pump - sludge oil pump
discharged to the waste oil collection tank. A Westfalia separator is also used crossover suction valve 771A1054 e) Set the system valves as in the following table:
to centrifuge bilge water before it is discharged overboard and the oil Closed Waste oil pump - sludge oil pump
reclaimed from this unit is discharged to the waste oil collection tank 15S. crossover discharge valve 771A1030 Position Description Valve
Closed Waste oil storage tank 15P inlet valve 771A1038 Open No.1 sludge oil pump suction valve 771A1018
The waste oil pump can take suction from the waste oil storage tanks (15P and
15S) and from the collection tank (15S). The pump discharges the oil to the Closed Waste oil storage tank 15S inlet valve 771A1037 Open No.1 sludge oil pump discharge non-return valve 771A1019
sludge oil tank, or to the port and starboard bunker stations, for discharge
Open Sludge oil tank inlet valve 771A1048 Open No.1 sludge oil pump outlet valve 771A1020
ashore. The pump is started and stopped locally and there are emergency pump
stops at the bunker stations. Closed Port bunker station sludge discharge line valve 771A1051 Open No.2 sludge oil pump suction valve 771A1023
Closed Stbd bunker station sludge discharge line valve 771A1052 Open No.2 sludge oil pump discharge non-return valve 771A1024
The sludge oil pumps can take suction from the stern tube oil drain DB 15S,
the leak oil DB 15S, leak oil DB tanks 11/12P/S, leak oil DB tanks 10P/S, and Open No.2 sludge oil pump outlet valve 771A1025
The following valves are open or closed depending upon which tank is being
the port and starboard separator drain tanks. Discharge from the sludge oil Closed Waste oil pump - sludge oil pump
emptied:
pumps is to the sludge settling tank 15S. After settling, with steam heat crossover suction valve 771A1054
assistance, sludge and oil from the tank are discharged to the waste oil Open/closed Waste oil storage tank 15P quick closing outlet valve 771A1033
collection tank and water is discharged to the bilge water DB 14P. Closed Waste oil pump - sludge oil pump
Open/closed Waste oil storage tank 15P line valve 771A1036
crossover discharge valve 771A1030
Using these systems, all waste oil and sludge are discharged to the sludge oil Open/closed Waste oil storage tank 15S quick closing outlet valve 771A1032
Open Sludge pump discharge line valve 771A1029
tank. Sludge oil is burned in the incinerator. Open/closed Waste oil storage tank 15S line valve 771A1035
Open/closed Waste oil coll. tank 15S quick closing outlet valve 771A1031 The following valves are open or closed, depending upon which tank is being
(Note! All oil or sludge transfers must be correctly recorded in the oil record emptied:
book.) Open/closed Waste oil coll. tank 15S line valve 771A1034
Open/closed Stern tube oil drain DB 15S outlet non-return valve 771A1016
Issue: First 6.2.6 Sludge System Page 1

Illustration 6.2.6a Sludge System
Bunker
Stations
ESD
(P) (S)
Sludge Sludge
1050 1052
Deck 4 Deck 4
Transformer
Deck 3 65 65
Room
Incinerator
Burners
65 65 2 65
65 65
TI
1038 1037 65 1
LAH
Deck 3
Waste Oil Waste Oil 1039

Deck 2 Storage TK 15 (P) Storage TK 15 (S) Deck 2
1033 1032 1040
TI LI LAH TI LI 65
Oily Bilge Sludge Sep. Sep.
Deep Settl. Drain TK Drain TK
TK 15 (S) TK 10 (P) 10 (S)
1041 1042
15 (S) 18 18
Oily Bilge 1044 1045
Sep.TK 18 18 1001 1002
Oily Bilge Oily Bilge

Waste Oil Coll. 1046 System 1 System 1
TK 15 (S) 1047
80 80 80 80
65 LAH 65
TI
80
1030 65 LAH
1036 1035 1034
1029 Steaming Out
1028 1025 1020
Connection Leak
Start 1048
Stop Oil DB
11&12 (P)
1027 1024 1019 80 LAH
Bilge 1003
80 80 80 Water DB 1010 80
14 (P) LAH LAL
Waste Oil Sludge Oil
Pump Pumps 1006 1005
Sludge Oil 1804
(15 m3/h) (15 m3/h) Incinerator 1011 Leak
TK 14 (P) Sludge 80
No.2 No.1 Oil DB
Pumps
80 10 (P)
80
1026 1023 1018
80 80
1012
80
80 1015 1014 1004
80 LAH
1013
Key 1017
LAH
80
LAH
80
Sludge
1016 Leak 1008 1009
Stern Tube
Electrical Signal Drain DB Oil DB Leak
Leak 11&12 (S) Oil DB
15 (S) Bilge Water DB
Oil DB 10 (S)
Note* All valve numbers are 15 (S) 14 (S)
otherwise.
Compartment
Compartment 15 Compartment 14 Compartment 13 Compartment 12 11 Compartment 10
Issue: First Illustration 6.2.6a Sludge System

Open/closed Stern tube oil drain DB 15S line valve 771A1017 Procedure for Preparing the Sludge Oil Tank System for Burning Sludge
Oil in the Incinerator
Open/closed Leak oil DB 15S outlet non-return valve 771A1014
Position Description Valve The sludge oil tank is provided with steam heating and a circulation pump.
Open/closed Leak oil DB 15S line valve 771A1015 The description below assumes that the incinerator has already been operating
Open/closed Leak oil DB 11/12S outlet non-return valve 771A1013 for some time and that the temperature in the incinerator chamber is correct for
the burning of sludge oil.
Open/closed Leak oil DB 11/12S line valve 771A1012
Open/closed Leak oil DB 11/12P outlet non-return valve 771A1010 a) Supply heating steam to the sludge tank heating coil.
Open/closed Leak oil DB 11/12P line valve 771A1011 b) Open the spring loaded self closing valve to drain water from the
Open/closed Leak oil DB 10S outlet non-return valve 771A1009 sludge oil tank.
Open/closed Leak oil DB 10S line valve 771A1008 c) Open the sludge tank outlet quick closing valve (771A1804).
Open/closed Leak oil DB 10P outlet non-return valve 771A1005
d) Start the sludge oil tank circulation pump and leave the pump
Open/closed Leak oil DB 10P line valve 771A1006 running for 30 minutes. This is in order to ensure an even
temperature throughout the tank contents and a homogeneous
Open/closed Drain tank starboard quick closing outlet valve 771A1002
sludge oil in the tank.
Open/closed Drain tank starboard line valve 771A1004
e) Start the sludge oil supply pump for the incinerator which is
Open/closed Drain tank port quick closing outlet valve 771A1001
operating. Excess sludge oil, over that supplied to the burner, will
Open/closed Drain tank port line valve 771A1003 return to the sludge oil tank.
f) Select a sludge oil pump to use and start the pump. Stop the pump f) Ensure that the sludge oil is burning correctly. Continue to supply
when the required quantity of oil/sludge has been transferred. sludge oil to the incinerator until the sludge oil tank is empty.
Issue: First 6.2.6 Sludge System Page 2

Illustration 6.2.7a Steam System To Accomm/galleys 2.8 bar From Steam Supply
(g) Bunker Station (P)
See Illus.
100 736 65
6.2.8a A3004 150
150 150
736
A3005 2.8 bar 65
100 100 (g)
From Boiler A1225
50 Plant
736 736 200
M
A1806
A3007 50 A3003 M A1805 A1228
125
A1098 150 736A3009
PI
A1285
Pass. Pool No.3 Evaporator 1
F
SW Heater
PI
A1254
40 TS
Non PW Calorifier A1283 12
80 TK 2 To PI
TI TI
40 Bilge M
A1142 A1256 A1318
65
32 32 40 20 12 A1230
25 15
A1307
A1218 A1248
A1117 A1114 A1116 A1217 A1231
20 Grease 65
Trap A1247
A1305 A1136 A1134 DG 1
15
32 HFO DB HFO DB 125 20 Circ DB
A1119 Diesel 20 65
15 C Waste Oil 13/14 TK (P) A1144 A1261 Leak Oil 11 (P)
Store Engine Diesel
TK (P) Bilge Water A1138 11/12 S A1246
3 Engine 12
A1107 DB TK 14 20
1
A1120 25 (P)
HFO TK 17 A1145 150 A1258
Centre A1139 125 A1316
A1133 32 20
80 A1802 12
A1146
DG 3 Circ.
Waste Oil A1141 HFO DB A1249
A1132 15 A1803 DB 12 P
Store 13/14 TK (C) M
TK (S) Bilge Water A1148 Dirty Oil 200
A1105 DB TK 14 A1244
A1121 15 (S) 25 DB
11 C A1240
Grease A1288 A1149 Evaporator 2 Renov. Oil
Trap 15 DB 11 C
A1131 A1129 25 A1241
15 15
80 20
A1150 TS
20
HFO DB 15 25
PI
TI TI A1237 12
Galley 13/14 TK (S) M
DG 2 Circ. A1236
15 A1309 A1152 DB 11 S
Water A1127 15
Drain TK A1102 20
Leak Oil DB A1153 Leak Oil 12 A1315
15 S A1126 A1223 11/12 S Diesel 12
15 A1337
Sludge Oil 20 Engine
Pulper 2
15 TK A1154 DG 4 Circ.
Water 25 25
80 DB 12 S 20
Key TK A1104 A1235
20 12
A1155 15
Steam 20 A1234
25 12
40 M
15 Oily Bilge A1224
Condensate 65
Oily Bilge A1125 Deep TK 15 A1250 A1252
(S) A1317
Hydraulic Oil TI Separator 15 To
Diesel DG 1&2 HT FW Preheater
Heater Food Waste
A1124 Engine
15 Injection 200
M 4 From Boiler Plant
TI A1259
Waste Oil
A1123 To
Collecting TK 15
Note* All valve numbers are 15 A1308 (S) Condensate
prefixed by 731 unless stated 15
Steam Injection Hot
M
A1092
otherwise. System In For Hot Well
Sludge Well
Engine Room A1112 A1090
A1322 Storage A1260
Deep TK 15 Arrangement On Deck 2 150
15
A1324
Compartment 17 Compartment 16 Compartment 15 Compartment 14 Compartment 13 Compartment 12 Compartment 11 150 From Steam Supply
Bunker Station (S)
Issue: First Illustration 6.2.7a Steam System

6.2.7 Steam System Procedure for Supplying Steam from the Boilers to the Consumer Steam d) With the boiler(s) operating, steam is now available at the steam
Main supply main.
Introduction
If the steam lines are cold, the steam which first enters the lines will condense Procedure for Supplying Steam from the Bunker Station to the Consumer
Saturated steam is supplied by the two boilers and the economisers. There is and this condensate can cause water hammer in some parts of the system. This Steam Main
no provision for superheating steam. Steam supply is at the boiler working water hammer can cause damage to the pipes and fittings. Drains in the system
pressure of 10 bar. must be opened before steam is supplied and must remain open until the lines With a shore or barge supply, the quantity of steam available will usually be
are warmed through. Steam supply valves should be opened slowly, in order to less than a shipboard supply. As steam is required for certain duties, it has to
Steam is taken from the boilers through main or auxiliary stop valves and ensure that the temperature in a cold steam pipe rises gradually. The procedure be supplied to the consumer main.
directed to the consumer systems. Each boiler has its own steam outlet line and described below assumes that the pipeline system is already warm but it is the
these lines also have connections to the surplus steam condensers. The same for a cold system, apart from the essential need to warm through the (Note! There must be prior agreement between the ship and the shore/barge
automatic motorised valves, allowing steam into the condensers, are operated system gradually and remove any condensate. concerning the steam supply and its pressure. The shore/barge will set the
by the control system. They open to direct excess steam to the condensers in pressure of the supply which must at all times be within the capabilities of the
order to maintain the correct pressure in the steam lines. The amount of steam Some items of plant are supplied with steam via multiple valves. Unless ship`s system. There is no need for the surplus steam condenser to operate as
generated by the economisers varies with engine load. When the amount of otherwise stated, steam supply valves are manually operated. Where there are steam pressure is regulated by the shore/barge.)
steam generated exceeds demand, it is necessary to dump the surplus steam to only manually operated valves in the steam supply line, to an item of plant, it
the condensers. means that that item will function under direct steam supply with manual a) Connect the shore steam supply pipe and ensure that it is fixed
control. A pneumatic valve in the system reacts to control from the item of firmly to the ship`s steam connection. Safety notices should be
Both boilers supply steam to a main steam manifold system through individual plant and will regulate the steam flow to the plant. This valve must be posted warning of steam in the line.
isolating valves (731A1225 for No.1 boiler and 731A1259 for No.2 boiler). operational and the manual steam supply and inlet valves must be open. Some
There is provision for a shore/barge steam supply via connections at the bunker items of plant are provided with remotely controlled electrically operated b) Ensure that all the boiler steam valves are shut.
stations. These connections would be closed at all times except when steam steam inlet valves. These IMACs controlled valves are activated from the
was being supplied externally. mimic panel, and allow control of the steam supply to an item of plant. The c) Open the bunker supply line drain valve and ensure that the drain
manual steam valves must be open and the pneumatically controlled valve (if trap is functioning. The drain valve for the port bunker station is
Steam is used in the engine room for heating and tracing purposes. At the fitted) operational before the IMACs valve is activated. 732A3020, the starboard station is valve 732A3021. The valve
outlets from all heaters and tank heating coils there are drain traps, which only should remain open at all times as the drain trap will operate to
allow condensed steam to pass. This ensures that steam is condensed in the a) Ensure that the steam valve to the pressure controller (731A4856) allow any condensate to flow to the bilge.
heater or heating coil thus giving its latent heat of evaporation and providing is open.
for higher operational efficiency. Condensate from the drains returns to the hot d) Set the valves as in the following table, which assumes use of the
well via drain coolers which reduce the temperature of the condensate and so b) Ensure that the supply valves from the steam main lines to the port bunker station for supply.
prevent overheating of the hot well. surplus condensers (731A4009 and 731A4010) are open and that
the surplus condensers are operating. Position Description Port Stbd
Steam is used in the accommodation areas in the galleys and laundry as well Valve Valve
as for the heating of the crew sea water swimming pool. c) Set the valves as follows: Open Steam supply valve to the
ship’s steam main 731A4005
With each steam supply, there is an associated drain from the item of plant. Position Description No.1 No.2
Drains leave the equipment via drain traps. These traps ensure that the steam Boiler Boiler Open Bunker station steam supply 731A4004
is condensed in the plant, thus obtaining maximum heating benefit. The drain Valve Valve Closed Steam supply valve to the
outlet valve, from the item of plant, should be opened before and after steam ship’s steam main 731A4008
Open Main stop valve 731A4844 731A4837
is supplied. Operation of the drain trap should be periodically checked. High
Open Bunker station steam supply 731A4003
drain temperature signifies that some steam is passing the drain trap and this Open Auxiliary stop valve 731A4827 731A4828
indicates a defective drain trap.
Open Boiler steam non-return valve 731A4863 731A4862 e) Steam will be supplied to the ship from ashore and the shore
station will control the pressure within the agreed limits set for the
Drains return to the hot well via drain coolers. Drains from oil heaters return Open Secondary stop valve 731A4845 731A4833 ship.
via the dirty drain cooler and observation tank, where oil contamination can be
Open Auxiliary secondary stop valve 731A4826 731A4829
detected.
Open Steam supply valve to steam
The quality of the drains from the clean drain cooler is constantly checked by main 731A1225 731A1259
the salinometer, located in the return line to the hot well.
Issue: First 6.2.7 Steam System Page 1

Illustration 6.2.7b Steam System
200
65 65 65
200 200 200 200

A1295
Non PW Calorifier
50
TK 2
15 A 32 40 50 M
A1047
A 1815 A A A 40 40
A
1812 A A A 1821 A 1824
1278 1818 M
1274 1290 1282 1293 A1296 A1841 A1299
A DG 1&2 FO 32 100 65
M M M M M 1291 Final Heater A1297 A1063
A A A A A A1007 A1009
M
1814 1817 1820 A 1823 1826 A1209 Pass. Pool No.1
A 1281 50 65
15 A A A SW Heater
A 1280
1277 1292 1276 A1206 A1207 A1210
1275 40 200
15 25 20 25 25 25 M
32 A1214 32 5.5 bar (g)

Sep. DO FO FO LO LO
M
Drain Sep. Sep. Sep. Sep. Sep. A1211 A1212
Heat. Heat. Heat. Heat. Heat. A1215 25
TK 10
(S) A1065 65 40 PI
15 50
Leak Oil TK 10 (P) Pass. Pool No.2
32
A1160 SW Heater 736A3011 A1012 A1014
A1204 32 15
F
A1162
HFO Service TK 10 A1203 25 40 150 A1015
15
(P)
A1163 65
25 25
A1201 25
20 25 To To Accomm./Laundry
HFO DB A1164 125
A1200 25 15 A1050 125 Bilge System (Illus. 6.2.8b)
10 (P) A1045
HFO Settling TK 10 A1166 20 HFO DB 8 65
A1199 15
(P) 15 A1051 (P)
HFO DB
10 (C) A1169 M
20 HFO DB 9 TK (P) 25
A1052 15 80 80
HFO Overflow TK A1170
1
15 A1167 20 M M A1044
10C A1157 20 A1016 A1017 A1019
80 80 80
20 A1055 HFO DB 8 TK (P) Pot. Wat.
15 20 A1171
A1158 15 A1043 A1020
15 M
20 Heater's
A1193 A1196 M
A1159 32 65 A1056 2 1
25 80 80
32 A1194 A1041 2
25 HFO DB 9 TK (C) 32 A1021 A1022 A1024
A1191 20 25
HFO Settling TK 10 A1057 15 AC 80
(S) M A1197
50 A1040
A1190 20 A1183 A1186 20 Reheater's A1025 A1030
A1189 15 A1059 HFO DB 8 TK (S) M
50 A1184 15 A1039
40 A1187 20 80 80
32
3
A1179 A1026 A1027 A1029
HFO Service TK 10 A1172 25 A1060
(S) 25
A1037
A1180 32 200
A1173 25 32 HFO DB 9 TK (S)
A1061 15 HFO DB 8
A1182 15 HFO DB A1175
10 TK (S) 150 (S) 50
A1081 A1069
Sep. A1176
125 125
Drain HFO Boiler Leak Oil A1178 15
TK 10 LO LO HFO HFO
Heaters 10 (S) 25
(S) Sep. Sep. Sep. Sep.
A A1083 Key
M
A1071 A1036
25 1271 25
1
A A A A1084 Steam
A M A1072 M
1213 A 1265 A 1267 1272 2
1266 1268 A 100 80 80 Condensate
25 A
A 1835 A
1264 M M M 1273 M
1838 M
A A A1303 Hydraulic Oil
A 40 A1067 2 1
20 1829 1832 A
1270 A1300 A1840 50
A A A 1836 DG 3&4 FO Final A1301 Note* All valve numbers are
150
1827 1830 1833 Heater prefixed by 731 unless stated
25 32 40 50 A1294 AC Preheater's otherwise.
200 200 200 200

Compartment 10 Compartment 9 Compartment 8 Compartment 7
Issue: First Illustration 6.2.7b Steam System

Procedure for Establishing Steam Supply to the Main and Aft Engine c) Set the valves for the consumers as indicated in the following Passenger Pool Sea Water Heaters
Room Steam Ring Mains table:
The steam ring main in the engine room is divided into sections which can be Forward Accommodation Steam
isolated by means of valves. The arrangement of the ring main is such that if Open Passenger pool No.1 SW heater steam supply valve 731A1063
failure occurs in one part, it can be isolated without disrupting the steam supply Position Description Valve Open Passenger pool No.2 SW heater steam supply valve 731A1065
to most consumers, as another part of the ring main can be used. There are a Open Accommodation (fwd) steam direct supply
number of routes by which steam can be supplied to consumer groups because Open Passenger pool No.3 SW heater steam supply valve 731A1098
of the arrangement steam ring main. The procedure described assumes that all AC Units Preheaters and Reheaters
Open Accommodation (fwd) low pressure (5 bar)
isolating valves in the ring are open and that the ring is complete.
system supply valve 731A1014 Open No.1 AC reheater steam supply valve 731A1073
a) Steam is supplied to the consumer main as described above. Open Accommodation (fwd) low pressure (5 bar)
Operational No.1 AC reheater pneumatic regulating valve 731A1075
system reducing valve 731A1012
b) Open the following valves to ensure that steam is available to all
points in the ring. Open Accommodation (fwd) low pressure (5 bar) Operational No.1 AC reheater IMACs controlled inlet valve 731A1076
system inlet valve 731A1011 Open No.2 AC reheater steam supply valve 731A1080
Description Valve
Non-potable Water Heaters Operational No.2 AC reheater pneumatic regulating valve 731A1078
Isolating valve to starboard side of main ring 731A1260
Open Non-potable water calorifier No.1 steam Operational No.2 AC reheater IMACs controlled inlet valve 731A1077
Isolating valve to port side of main ring 731A1257
supply valve 731A1009 Open No.1 AC preheater steam supply valve 731A1069
Starboard forward main ring isolating valve 731A1068
Open Non-potable water calorifier No.1
Operational No.1 AC preheater pneumatic regulating valve 731A1071
Port forward main ring isolating valve 731A1046 electrically operated inlet valve 731A1007
Operational No.1 AC preheater IMACs controlled inlet valve 731A1072
Forward main ring isolating valve 731A1030 Open Non-potable water calorifier No.2
steam supply valve 731A1116 Open No.2 AC preheater steam supply valve 731A1081
Main ring compartment 9 crossover starboard isolating valve 731A1067
Open Non-potable water calorifier No.2 Operational No.2 AC preheater pneumatic regulating valve 731A1083
Main ring compartment 9 crossover port isolating valve 731A1047 electrically operated inlet valve 731A1114 Operational No.2 AC preheater IMACs controlled inlet valve 731A1084
Main ring compartment 10 crossover starboard isolating valve 731A1294
Potable Water Heaters Diesel Generator Final Fuel Heaters
Main ring compartment 10 crossover port isolating valve 731A1295 Open Diesel generator No.s 1 and 2 FO final heater
Open No.1 Potable water heater steam supply valve 731A1019
Main ring compartment 10 crossover centre isolating valve 731A1167 steam supply valve 731A1299
Operational No.1 Potable water heater IMACs controlled
Aft main ring isolating valve 731A1218 inlet valve 731A1017 Operational Diesel generator No.s 1 and 2 FO final heater
IMACs controlled inlet valve 731A1841
After ring starboard inlet valve 731A1155 Operational No.1 Potable water heater pneumatic
regulating valve 731A1016 Open Diesel generator No.s 1 and 2 FO final heater
After ring port inlet valve 731A1142 steam inlet valve 731A1296
After ring aft isolating valve 731A1121 Open Diesel generator No.s 1 and 2 FO final heater
manual steam inlet valve 731A1297
c) Steam is now available at all parts of the main steam ring and the
Open Diesel generator No.s 3 and 4 FO final heater
after steam ring. Operational No.2 Potable water heater pneumatic
steam supply valve 731A1303
regulating valve 731A1021
Procedure for Establishing the Steam Supply to all Engine Room Operational Diesel generator No.s 3 and 4 FO final heater
Consumers IMACs controlled inlet valve 731A1840
Open Diesel generator No.s 3 and 4 FO final heater
Individual steam consumers are supplied from the main and aft steam rings inlet valve 731A1027
steam inlet valve 731A1300
either individually or as sub-groups. Operational No.3 Potable water heater pneumatic Open Diesel generator No.s 3 and 4 FO final heater
regulating valve 731A1026 manual steam inlet valve 731A1301
a) Ensure that the consumer to be supplied with steam is in a safe Closed No.1 and No.2 Potable water heaters crossover
condition to receive the steam supply. steam valve 731A1020
Closed No.1and No.2 Potable water heaters crossover
b) Ensure that the drain valve from the consumer is open and that the steam valve 731A1025
drain trap is operational.
Issue: First 272 6.2.7 Steam System Page 3

Boiler Fuel Heater Open No.2 LO heater manual steam inlet valve 731A1293 Aft Accommodation
(Boiler heater valves are manufacturer’s supply ie: no ship’s ID number.) Open No.3 LO separator heater steam supply valve 731A1830 Open Accommodation (No.1 aft) (2.5 bar) system
supply valve 731A1283
Open No.1 boiler HFO heater steam supply valve Operational No.3 LO heater motor controlled steam inlet valve 731A1831
Open Accommodation (No.1 aft) (2.5 bar) system
Operational No.1 boiler HFO heater IMACs controlled inlet valve Open No.3 LO heater steam inlet valve 731A1267 reducing valve 731A1285
Open No.1 boiler HFO heater steam inlet valve Open No.3 LO heater manual steam inlet valve 731A1268 Open Accommodation (No.1 aft) (2.5 bar) system
Open No.4 LO separator heater steam supply valve 731A1827 inlet valve 736A3007
Open No.1 boiler HFO heater final steam inlet valve
Operational No.4 LO heater motor controlled steam inlet valve 731A1829 Open Accommodation (No.2 aft) (2.5 bar) system
Open No.2 boiler HFO heater steam supply valve supply valve 731A1256
Open No.2 boiler HFO heater steam inlet valve Open No.4 LO heater steam inlet valve 731A1263
Open Accommodation (No.2 aft) (2.5 bar) system
Open No.4 LO heater manual steam inlet valve 731A1264 reducing valve 731A1254
HFO Separator Heaters
DO Separator Heater Open Accommodation (No.2 aft) (2.5 bar) system
Open No.1 HFO separator heater steam supply valve 731A1818 inlet valve 736A3009
Operational No.1 HFO heater motor controlled steam inlet valve 731A1820 Open No.1 DO separator heater steam supply valve 731A1812
Closed Accommodation (No.1 aft) (2.5 bar) system
Open No.1 HFO heater steam inlet valve 731A1281 Operational No.1 DO heater motor controlled steam inlet valve 731A1814 crossover valve 736A3005
Open No.1 HFO heater manual steam inlet valve 731A1282 Open No.1 DO heater steam inlet valve 731A1275
Diesel Generator Engines
Open No.2 HFO separator heater steam supply valve 731A1815 Open No.1 DO heater manual steam inlet valve 731A1274
Open No.1 Diesel generator engine steam inlet valve 731A1246
Operational No.2 HFO heater motor controlled steam inlet valve 731A1817 Hot Well Steam Open No.1 Diesel generator engine HFO double filter
Open No.2 HFO heater steam inlet valve 731A1277 Open Hot well steam injection supply valve 731A1092 steam inlet valve 731A1316
Operational Hot well steam injection IMACs controlled Open No.2 Diesel generator engine steam inlet valve 731A1236
Open No.2 HFO heater manual steam inlet valve 731A1290
inlet valve 731A1090 Open No.2 Diesel generator engine HFO double filter
Open No.3 HFO separator heater steam supply valve 731A1836 steam inlet valve 731A1315
Open Hot well steam injection inlet valve 731A1112
Operational No.3 HFO heater motor controlled steam inlet valve 731A1838 Open No.3 Diesel generator engine steam inlet valve 731A1217
Open No.3 HFO heater steam inlet valve 731A1272 HT FW System Pre-heater Open No.3 Diesel generator engine HFO double filter
Open No.3 HFO heater manual steam inlet valve 731A1273 Open Diesel generator No.s 1 and 2 HT FW preheater steam inlet valve 731A1318
steam supply valve 731A1252 Open No.4 Diesel generator engine steam inlet valve 731A1224
Open No.4 HFO separator heater steam supply valve 731A1833
Operational Diesel generator No.s 1 and 2 HT FW preheater Open No.4 Diesel generator engine HFO double filter
Operational No.4 HFO heater motor controlled steam inlet valve 731A1834 IMACs controlled valve 731A1250 steam inlet valve 731A1317
Open No.4 HFO heater steam inlet valve 731A1267 Evaporators
Open No.1 evaporator steam supply valve 731A1228 Oily Bilge Separator
Open No.4 HFO heater manual steam inlet valve 731A1268
Operational No.1 evaporator pneumatic steam Open Oily bilge separator heater inlet valve
LO Separator Heaters
regulating valve 731A1805 Operational Oily bilge separator heater automatic
Open No.1 LO separator heater steam supply valve 731A1824 Operational No.1 evaporator motor controlled temperature control valve
Operational No.1 LO heater motor controlled steam inlet valve 731A1826 steam inlet valve 731A1806
Food Waste System
Open No.1 LO heater steam inlet valve 731A1276 Open No.2 evaporator steam supply valve 731A1261
Food waste injection line (a) steam supply valve
Open No.1 LO heater manual steam inlet valve 731A1291 Position Description Valve
Food waste injection line (a) pneumatic control steam valve
Operational No.2 evaporator pneumatic steam
Open No.2 LO separator heater steam supply valve 731A1821
regulating valve 731A1802 Food waste injection line (b) steam supply valve
Operational No.2 LO heater motor controlled steam inlet valve 731A1823 Operational No.2 evaporator motor controlled Food waste injection line (b) pneumatic control steam valve
steam inlet valve 731A1803
Open No.2 LO heater steam inlet valve 731A1292

Procedure for Preparing the Drain System for Operation HT FW System Preheater LO Separator Heaters
Open Diesel generator No.s 1 and 2 HT FW Open No.1 LO separator heater drain outlet valve 732A1211
a) Ensure that the drain cooler inlet and outlet valves are open and preheater drain outlet valve 732A1189
they are being supplied with cooling water, from the LT CFW Open No.2 LO separator heater drain outlet valve 732A1208
system for auxiliary consumers. Evaporators Open No.3 LO separator heater drain outlet valve 732A1215
b) Ensure that the hot well system is operational and the feed pumps Open No.1 evaporator drain outlet valve 732A1167 Open No.4 LO separator heater drain outlet valve 732A1213
are supplying the boiler(s). Open No.2 evaporator drain outlet valve 732A1170
DO Separator Heater
c) Set the drain valves as in the following table for the consumers as Aft Accommodation
indicated. Open No.1 DO separator heater drain outlet valve 732A1203
Open Aft accommodation drain outlet valve 737A3020
Clean Condensate System Diesel Generator Engines
Dirty Condensate Heater System
Line Drain Valves Open No.1 Diesel generator engine drain outlet valve 732A11
Line Drain Valves
Open No.1 Diesel generator engine HFO double filter
Position Description Valve Open Forward port dirty condensate line drain valve 737A3027 drain outlet valve 732A1259
Open Forward clean condensate line drain valve 737A3013 Open Forward starboard dirty condensate Open No.2 Diesel generator engine drain outlet valve 732A1238
line drain valve 737A3010
Open Compartment 9 clean condensate line drain valve 737A3004 Open No.2 Diesel generator engine HFO double filter
Open Fwd Diesel generators engine dirty condensate drain outlet valve 732A1261
Open Aft clean condensate line drain valve 737A3022 line drain valve 737A3030
Open No.3 Diesel generator engine drain outlet valve 732A1236
Forward Accommodation Steam Open Aft Diesel generators engine dirty condensate
Open Accommodation (fwd) drain valve 737A3011 line drain valve 737A3019 Open No.3 Diesel generator engine HFO double filter
Open Aft dirty condensate line drain valve 737A3015 drain outlet valve 732A1265
Non-potable Water Heaters Open No.4 Diesel generator engine drain outlet valve 732A1233
Diesel Generators Final Fuel Heaters
Open Non-potable water calorifier No.1 drain outlet valve 732A1130 Open No.4 Diesel generator engine HFO double filter
Open Diesel generator No.s 1 and 2 FO final heater drain outlet valve 732A1263
Open Non-potable water calorifier No.2 drain outlet valve 732A1138 drain outlet valve 732A1195
Oily Bilge Separator
Potable Water Heaters Open Diesel generator No.s 3 and 4 FO final heater
drain outlet valve 732A1192 Open Oily bilge separator drain outlet valve
Open No.1 Potable water heater drain outlet valve 732A1132
Open No.2 Potable water heater drain outlet valve 732A1134 Boiler Fuel Heater d) The condensate will return from each item of operating plant to
the clean or dirty drain coolers and then to the hot well.
Open No.3 Potable water heater drain outlet valve 732A1136 (Boiler heater valves are manufacturer’s supply ie: no ship’s ID number.)
Passenger Pool Sea Water Heaters Open No.1 boiler HFO heater drain outlet valve
Open Passenger pool No.1 SW heater drain outlet valve Open No.2 boiler HFO heater drain outlet valve
Open Passenger pool No.2 SW heater drain outlet valve HFO Separator Heaters
Open Passenger pool No.3 SW heater drain outlet valve Open No.1 HFO separator heater drain outlet valve 732A1208
AC Units Preheaters and Reheaters Open No.2 HFO separator heater drain outlet valve 732A1206
Open No.1 AC reheater drain outlet valve 732A1146 Open No.3 HFO separator heater drain outlet valve 732A1221
Open No.2 AC reheater drain outlet valve 732A1143 Open No.4 HFO separator heater drain outlet valve 732A1217
Open No.1 AC preheater drain outlet valve 732A1142

Open No.2 AC preheater drain outlet valve 732A1140

Illustration 6.2.8a Accommodation Steam System Orangery Key
Flight Aut. Rack
Dishwasher Dishwasher
74kG/h 1270C 4021 32 32 4022 65kG/h 1270C Saturated Steam
40
Deck 12
Deck 11
Pot Wash 25 Bell Box 20 Bain Marie

30kG/h 1270C Galley 4027 7kG/h 1270C
4029
4023
4025
Tilting Steam Kettle 32 20 Distribution Counter
90kG/h 1270C 4030 4026 5kG/h 1270C 40
Deck 10
40 40
Deck 9
Cafe Hot Counter
0
Bordeaux 7kG/h 127 C 15
Deck 8 4032
Deck 7
Aft Tilting Steam Kettle 20 4037 Hot Press Main Hot Press 20 20 Hot Press
Scullery 0 0
Galley 0 4048 4083 0 50
90kG/h 127 C 32 20 4082 43kG/h 127 C 28kG/h 127 C 28kG/h 127 C
4038
20 20
20 4081 4084 4047
Bain Marie Hot Press Bain Marie Hot Press
0 0 0 0
3kG/h 127 C 20 20 16kG/h 127 C 3kG/h 127 C 28kG/h 127 C
4039 4036 4050 20 20
4046
4061
Aut. Rack
Dishwasher Bain Marie Hot Press Bain Marie
0 0 0
0 7kG/h 127 C 20 20 28kG/h 127 C 3kG/h 127 C 20
65kG/h 127 C 4040 4035 4051
50 40
4034 4057
40 Pot Wash Kettle With Mixer
20 32
0 4055 0
240+41kG/h 127 C 80+80kG/h 127 C 100 100
4033 32
4054 50
Aut. Rack 4058
Flight Tilting Steam Kettle Pressure Steamer Distribution Counter
Dishwasher 4063
Dishwasher 75kG/h 1270C 25 32 81kG/h 1270C 4053 32 20 4044 15kG/h 1270C
150kG/h 1270C
4042 4045 65kG/h 1270C
Flight 4062
Distribution Counter Tilting Steam Kettle 4059
15kG/h 127 C
0
20 32 0
75kG/h 127 C Dishwasher
4041 4049 150kG/h 1270C 4052 40
Deck 6 4060
65 65
Crew 40 80 80
Tilting Steam Kettle
Galley 90kG/h 1270C Crew Mess Room Officer's Mess Room
32
4069
Tilting Steam Kettle Flight Dishwasher Distribution Counter Hot Counter
0 0 0 0
32 90kG/h 127 C 32 74kG/h 127 C 23+18+5kG/h 127 C 10kG/h 127 C
4064 4070
4073
Pot Wash Bain Marie
20 30kG/h 1270C 20 12kG/h 1270C 4074 4075 4076 4077 4078
4066 4071
Deck 5 20 20 20 20 50
50
50 50
Pot Wash Pot Wash
Room 30kG/h 1270C 20 100 100 100
Deck 4 4079
20
Deck 3 2.5 bar 2.5 bar
Steam Supply Blow Off

From Engine Pipe Safety
Room System Valve
Illus. 6.2.7a
Fire Zone 7 Fire Zone 6 Compartment
12
Issue: First Illustration 6.2.8a Accommodation Steam System

6.2.8 Accommodation Steam System Open Accommodation (No.2 aft) Crew pool seawater heater condensate valve
(2.5 bar) system reducing valve 731A1254
Crew pool seawater heater condensate line valve 737A4002
Introduction Open Accommodation (No.2 aft)
(2.5 bar) system inlet valve 736A3009 d) For the 5bar accommodation steam system, open the steam user
There is a limited steam system in the accommodation spaces, but the steam Closed Accommodation (No.1 aft) supply valves and condensate valves as in the following table
application is restricted to working areas and not passenger spaces, except for (2.5 bar) system crossover valve 736A3005 when the supply is required:
galleys. Associated with the steam systems there are drain systems with
condensate being returned to the engine room condensate system. Procedure for Supplying the Forward Accommodation Consumers Laundry
Steam supply to the accommodation areas comes from the engine room steam Description Steam Valve Condensate Valve
a) Open the forward accommodation steam supply valves as shown
system with access being via two separate connection systems as shown in the above for the 9 bar and 5 bar systems, ensuring that the pressure Washer extractor steam line valve 736A4001
tables below. The forward accommodation steam system consists of a 9bar line reducing valves are functioning correctly.
and a 5bar line; these supply the laundry and dry cleaning units as well as the Washer extractor No.1 736A4002
crew swimming pool heater. The aft accommodation steam system operates at b) Open the condensate return valve to the engine room condensate Washer extractor No.2 736A4003
2.5bar pressure via two supply lines. The aft system supplies steam to the system, 737A3011
galleys and mess rooms. Although each supply line has dedicated users, a cross Washer extractor No.3 736A4004
connection between the two supply lines means that either steam supply line c) For the 9 bar accommodation steam system, open the steam user Washer extractor No.4 736A4005
can direct steam to all the aft consumers. supply valves and condensate valves as in the following table
when the supply is required: Dry Cleaning
All condensate lines are fitted with a float type condensate trap immediately
Dry cleaning line steam valve 736A4020
before the valve. This ensures that only water is returned in the condensate line Laundry
thus enabling full energy to be obtained from the condensation of the steam. If Dry cleaning line No.1 supply valve 736A4013
the condensate trap is defective, the return line will be abnormally hot and the Description Steam Valve Condensate Valve Washer extractor No.1 736A4007
condensate trap should be overhauled.
Drying tumbler No.1 731A2012 732A2008 Washer extractor No.1 736A4008
Forward Accommodation Steam Supply Valves Drying tumbler No.2 731A2013 732A2009 Ironing table 736A4009 737A4010
Position Description Valve Drying tumbler No.3 731A2014 732A2010 Rotary cabinet 736A4010 737A4009
Open Accommodation (fwd) Drying tumbler No.4 731A2015 732A2011 Body former 736A4011 737A4008
steam direct supply inlet valve (9 bar) 731A1015
Drying tumbler main condensate valve 737A4015 Trouser topper 736A4012 737A4007
Open Accommodation (fwd)
low pressure (5 bar) system supply valve 731A1014 Roll ironer and folder 731A2010 732A2007 Dry cleaning line No.2 supply valve 736A4014
Open Accommodation (fwd) Roll ironer main condensate valve 737A4014 Ironing table 736A4015 737A4003
low pressure (5 bar) system reducing valve 731A1012 Intermediate condensate isolating valve 737A4012 Hoffman press 736A4016 737A4004
Open Accommodation (fwd)
low pressure (5 bar) system inlet valve 731A1011 Dry Cleaning Rotary press 736A4017 737A4005
Shirt unit (sleeves) 731A2005 732A2006 Spotting table 736A4018 737A4006
Aft Accommodation Steam Supply Valves
Shirt unit (body press) 731A2003 732A2004 Bypass valve for flushing the system 736A4019 (closed)
Open Accommodation (No.1 aft)
(2.5 bar) system supply valve 731A1283 Shirt unit (collar press) 731A2004 732A2005
Open Accommodation (No.1 aft) Drying tumbler 731A2002 732A2003
(2.5 bar) system reducing valve 731A1285
Intermediate steam supply valve 731A2008
(2.5 bar) system inlet valve 736A3007 Crew pool seawater
heater steam supply valve 731A2007
(2.5 bar) system supply valve 731A1256 Crew pool seawater heater
motorised steam supply valves
Issue: First 6.2.8 Accommodation Steam System Page 1

Illustration 6.2.8b Accommodation Steam System
Key
Saturated Steam
Control Board
Seawater
Casing
M
731A Crew Swimming Pool

Deck 5 2007 Seawater Heater Deck 5
32
Deck 4 Deck 4
Deck 3 Deck 3
Deck 2 Deck 2
1015 9 bar 65 32
65
Steam Supply 50 40 731A 731A
From Engine 2001 2008
Room System 731A
5 bar 65 40 40 20 2009
736A3011 40 4020 32
25
See Illustration 731A 731A
4001 4013 4014
6.27b 2011 2010
25 Roll Ironer & 15 15
Washer Extractor 40 Washer Extractor Ironing Table 15 Shirt Unit (MS2 Sleeves)
Folder
100kG/h 5 Bar 80kG/h 5 Bar 10kG/h 5 Bar 16kG/h 9 Bar
480kG/h 9 bar 4015 731A
4002 4007
40 20 2005
Washer Extractor 25 25 Drying Tumbler Washer Extractor 15 Hoffman Press 15 15 Shirt Unit (Body Press)
100kG/h 5 Bar 182kG/h 9 Bar 80kG/h 5 Bar 18kG/h 5 Bar 9kG/h 9 Bar
4003 731A 4008 4016 731A
32 40 2012 2003
Washer Extractor 25 25 Drying Tumbler Ironing Table 15 Rotary Press 15 15 Shirt Unit (CCY Press)
4004 731A 4009 4017 731A
32 2013 2004
25
Washer Extractor 25 Drying Tumbler Rotary Cabinet 15 Spotting Table 15 15 Drying Tumbler
4005 731A 4010 4018 731A
2014 20 2002
25 System Flushing
Drying Tumbler Body Former 15 Connection From
182kG/h 9 Bar 28kG/h 5 Bar Condensate
731A 4011 System 4019
2015
Trouser Topper 15
28kG/h 5 Bar
4012
Laundry Dirty Linen Dry Cleaning
Deck 1 Deck 1
Issue: First Illustration 6.2.8b Accommodation Steam System

Procedure for Supplying the Forward Accommodation Consumers Description Steam Valve Condensate Valve Main Galley Aft Scullery
Main Galley
a) Open the after accommodation steam supply valves as shown Description Steam Valve Condensate Valve
above for the 2.5bar system. Ensure that the pressure reducing Steam supply valve line No.1 736A4060 Flight dishwasher 736A4033 737A4027
valves are functioning correctly. Both supply lines should be Steam supply valve line No.2 736A4059 Automatic rack dishwasher 736A4034 737A4028
opened whenever possible.
Condensate valve line No.1 736A4057 Café Bordeaux Galley
b) Open the line steam valves as below:
Condensate valve line No.2 736A4056 Hot counter 736A4032 737A4025
Description Valve Hot press No.1 736A4035 737A4029
Hot press No.2 736A4036 737A4030 Bell Box/Lido Galley
Steam supply line No.1 aft first intermediate line valve 736A4062
Hot press No.3 736A4037 737A4031 Steam supply valve 736A4025
Steam supply line No.1 aft second intermediate line valve 736A4061
Hot press No.3 736A4081 737A4077 Titling steam kettle 736A4030 737A4020
c) Open the condensate return valve to the engine room condensate
system, 737A3020. Hot press No.3 736A4082 737A4078 Pot wash machine 736A4029 737A4021
Titling steam kettle 736A4038 737A4032 Bain marie 736A4027 737A4023

d) Open the steam consumer supply valves and condensate valves as
in the following table, when the supply is required: Bain marie 736A4039 737A4033 Distribution counter 736A4026 737A4024
Description Steam Valve Condensate Valve Bain marie 736A4040 737A4034 Orangery Galley
Distribution counter 736A4041 737A4035 Steam supply valve 736A4023
Pot Wash Room
Titling steam kettle 736A4042 737A4036 Flight dishwasher 736A4021 737A4019
Pot wash machine 736A4079 737A4074
Pressure steamer 736A4045 737A4039 Automatic rack dishwasher 736A4022 737A4018
Line condensate valve 737A4075
Titling steam kettle 736A4049 737A4043
Crew Galley
Pot wash table 737A4037
Crew galley supply valve line No.1 736A4073
Hot press No.4 736A4046 737A4040
Crew galley supply valve line No.2 736A4074
Hot press No.5 736A4047 737A4041
Line condensate valve 737A4072
Hot press No.5 736A4083 737A4081
Tilting steam kettle 736A4064 737A4059
Hot press No.6 736A4048 737A4042
Pot wash machine 736A4066 737A4061
Hot press No.6 736A4084 737A4080
Titling steam kettle 736A4069 737A4064
Bain marie 736A4050 737A4044
Flight type dishwasher 736A4070 737A4065
Bain marie 736A4051 737A4045
Bain marie 736A4071 737A4066
Flight dishwasher 736A4052 737A4046
Crew Mess Room Automatic rack dishwasher 736A4053 737A4047
Distribution counter 736A4075 737A4068 Pot wash machine 736A4054 737A4079
Distribution counter 736A4076 737A4069 Pot wash machine 736A4055 737A4049
Distribution counter 736A4077 737A4070 Kettle with mixer 736A4057 737A4051
Officer’s Mess Kettle with mixer 736A4058 737A4052
Hot counter 736A4078 737A4071 Distribution counter 736A4044 737A4038
Issue: First 6.2.8 Accommodation Steam System Page 2

6.2.9 Tank Heating System HFO settling tank 10P heating coil IMACs steam valve 731A1212 General Oil Tanks
HFO settling tank 10P heating coil steam 2nd supply valve 731A1211 Renovated oil DB 11C steam inlet valve 731A1244
Introduction
HFO settling tank 10P heating coil IMACs bypass valve 731A1215 Dirty oil DB 11C steam inlet valve 731A1241
Fuel, lubricating oil and sludge tanks are heated by means of steam circulating
HFO settling tank 10P heating coil (a) steam inlet valve 731A1201 Waste oil collection tank steam inlet valve 731A1308
through coils in the tanks. Steam is supplied from the main steam system and
the condensate returned to the hot well via drain traps, the dirty condensate HFO settling tank 10P heating coil (b) steam inlet valve 731A1200 Waste oil storage tank 15P steam inlet valve 731A1133
coolers, and the observation tank.
HFO settling tank 10S heating coil steam supply valve 731A1196 Waste oil storage tank 15S steam inlet valve 731A1132
The steam heating system drain valves should be opened before steam is HFO settling tank 10S heating coil IMACs steam valve 31A1194 Sludge oil tank steam inlet valve 731A1309
supplied. The operation of the drain traps should also be checked after steam
has been supplied. HFO settling tank 10S heating coil steam 2nd supply valve 731A1193 Sludge storage deep tank steam inlet valve 731A1324
HFO settling tank 10S heating coil IMACs bypass valve 731A1197 Port grease trap steam inlet valve 731A1136
Steam for tank heating is supplied from the steam main and the procedure for
setting this has been described in section 6.2.7. The procedure described here HFO settling tank 10S heating coil (a) steam inlet valve 731A1191 Port grease trap pneumatic temperature control valve 731A1134
assumes that a steam supply is already available in the steam main. HFO settling tank 10S heating coil (b) steam inlet valve 731A1190 Starboard grease trap steam inlet valve 731A1131
Procedure for Supplying Steam to the Tank System HFO service tank 10S heating coil steam supply valve 731A1186 Starboard grease trap pneumatic temperature control valve 731A1130
HFO service tank 10S heating coil IMACs steam valve 731A1184 Bilge Tanks
a) Open the valves as in the following table, when tank heating is
required: HFO service tank 10S heating coil steam 2nd supply valve 731A1183 Oily bilge deep tank 15S (a) steam inlet valve 731A1125
HFO service tank 10S heating coil IMACs bypass valve 731A1187 Oily bilge deep tank 15S (b) steam inlet valve 731A1124
Description Valve
HFO service tank 10S heating coil (a) steam inlet valve 731A1179 Bilge water DB 14P steam inlet valve 731A1139
HFO Storage, Service and Settling Tanks
HFO service tank 10S heating coil (b) steam inlet valve 731A1180 Bilge water DB 14S steam inlet valve 731A1141
No.8 DB tank steam supply valve 731A1033
HFO overflow tank 10C heating coil (a) steam inlet valve 731A1158
HFO DB 8P heating coil (a) steam inlet valve 731A1045 Galley water drain tank steam inlet valve closed (line blanked) 731A1102
HFO overflow tank 10C heating coil (b) steam inlet valve 731A1159
HFO DB 8P heating coil (b) steam inlet valve 731A1044 Pulper water tank steam inlet valve closed (line blanked) 731A1104
Leak Oil Tanks
HFO DB 8P heating coil (c) steam inlet valve 731A1041 b) Steam is supplied to the individual tanks as required. Some tanks
Leak oil tank 10P steam inlet valve 731A1162 having multiple heating coils and all must be supplied with steam
HFO DB 8S heating coil (a) steam inlet valve 731A1036
Leak oil tank 10S steam inlet valve 731A1176 to ensure correct temperature distribution throughout the tank.
HFO DB 8S heating coil (b) steam inlet valve 731A1037
Leak oil tank 11/12P steam inlet valve 731A1231 c) Where a temperature control valve is used, the steam supply will
HFO DB 8S heating coil (c) steam inlet valve 731A1040
Leak oil tank 11/12S steam inlet valve 731A1235 be automatically regulated in order to ensure the correct
HFO DB 9P heating coil (a) steam inlet valve 731A1050 temperature in the tank.
Leak oil tank 15S steam inlet valve 731A1127
HFO DB 9P heating coil (b) steam inlet valve 731A1051
d) Service and settling tanks have IMACs controlled valves. All
HFO DB 9C heating coil (a) steam inlet valve 731A1055 Separator Drain Tanks other valves should be kept open and the steam supply directed by
Separator drain tank 10P steam inlet valve 731A1280 remote operation of the IMACs valve from the mimic panel.
HFO DB 9C heating coil (b) steam inlet valve 731A1056
HFO DB 9S heating coil (a) steam inlet valve 731A1059 Separator drain tank 10S steam inlet valve 731A1271
HFO DB 9S heating coil (b) steam inlet valve 731A1060 Diesel Generator Engine Circulating Sumps
HFO DB 10P heating coil (a) steam inlet valve 731A1163 No.1 Diesel generator LO circulating DB 11P steam inlet valve 731A1247
HFO DB 10P heating coil (b) steam inlet valve 731A1164 No.2 Diesel generator LO circulating DB 11S steam inlet valve 731A1237
HFO DB 10C heating coil (a) steam inlet valve 731A1170 No.3 Diesel generator LO circulating DB 12P steam inlet valve 731A1248
No.4 Diesel generator LO circulating DB 12S steam inlet valve 731A1223
Issue: First 6.2.9 Tank Heating System Page 1

Illustration 6.2.9a Tank Heating System From Steam Supply

150 Bunker Station (P)
Waste Oil 150 200 200
Store
TK (P) Key A1046
A1295
A1107 A1139
Bilge Water A1225 Non PW Calorifier
DB TK 14 (P)
A1230 From Boiler Plant Steam A1047 TK 1
A1138 32 200
15 25
25 A1133 65
Condensate 100 150
A1141 A1231 A1007 A1009
A1132 Waste Oil Bilge Water A1205 32 Hydraulic Oil
Store DB TK 14 (S)
TK (S) Leak Oil Leak Oil M
A1105 A1288 Tank Tank A1204 32 32 32 32 65 25

DB 11/12S DB 11/12P HFO Service TK 10 20
40 A1206 A1207 A1209
32 (P) A1203 15
25 A1050
80 20
M A1210 50
A1201 25 A1051
Non PW Calorifier A1142 50 50
TK 2 65 A1200 25 15
20 A1211 A1212 A1214 HFO DB 9 TK (P)
HFO Settling TK 10 40 A1052
40 A1199 15
A1218 A1248
(P) A1215 20
A1114 A1116
100 A1055
A1247
25 15
32 A1307 Leak Oil
20
Generator Generator A1160 A1056
HFO TK 17 HFO DB TK 10 (P)
15 No.3 Circ. No.1 Circ.
Centre 13/14 TK (P) A1144 15
DB 12P DB 11P HFO DB 9 TK (C)
A1305 20 A1162 15
80 32 A1145 A1057
150
20 20
A1304 A1146 A1258
40 25 40
A1170 A1059
HFO DB 20 A1163
13/14 TK (C) 15 HFO 25 20
A1148 DB 10
HFO DB A1164 A1060
20 A1117 25 Dirty Oil DB Renov. Oil TK (C) 20 A1170
A1149 10 TK (P) 15 15
HFO DB15 11 (C) DB 11 (C) A1167 32 HFO DB 9 TK (S)
25 15 A1166
Centre A1150 A1244 A1061
20 A1119 A1171 20
80 HFO DB 25 32 200
15 15
13/14 TK (S) A1152
20 A1158
A1120 A1241
20 15 25 25 25
A1153
HFO 100 150
A1121 25 A1159 A1045
Galley 20 Overflow HFO DB 8
A1154 Leak Oil 15
15 Water Generator A1237 TK 10C M
Tank A1160 A1193 A1196 (P) A1030
Drain A1127 A1309 No.2 Circ. 32 65
A1102 15 25 DB 11/12S DB 11S
TK A1194
A1191 15 25
25
25
A1197 50 A1044
15 Pulper A1190 25 A1183
M
A1186
15 A1126 15 A1337 50 15
Water A1235 HFO DB 8 TK (P)
A1104
Leak Oil Sludge Oil HFO Settling TK 10 A1189
TK 15 15 A1184 A1043
TK 15S TK (S)
15 25 A1187
25
Generator A1179 40
200 32 A1041
A1155 No.4 Circ. 50
40 25 DB 12S A1180 25
32
A1040
15 150 HFO Service TK 10 A1182
Oily Bilge (S) 15 25 A1172 40 15
Oily Bilge A1125 Deep TK 15 HFO DB 8 TK (S)
A1173 A1039
TI Separator 15
(S) 25
A1223 25
Heater HFO DB
A1124 20 200
From Boiler Plant 10 TK (S) A1037 32
M 15 A1175
15 Steam Injection A1259
TI
Waste Oil Hot Well
A1123 15
Collecting TK 15 Note* All valve numbers are A1176 A1294 A1067 25
M
15 A1308 (S) A1092 prefixed by 731 unless stated
Hot 40 HFO DB 8
otherwise. Leak Oil A1178 A1036 50
15 Sludge Well
A1112 A1090 TK 10 (S) 100
150 (S)
A1322 Storage A1260 15 A1033
Deep TK 15 200
15 150 200
A1324 A1068
150
From Steam Supply
Bunker Station (S)
Issue: First Illustration 6.2.9a Tank Heating System

Procedure for Operating the Tank Drain System HFO DB 17C heating coil (a) drain valve 732A1119 General Oil Tanks
HFO DB 17C heating coil (b) drain valve 732A1122 Renovated oil DB 11C drain valve 732A1014
a) Open the valves as in the following table when tank heating is
required: HFO service tank 10P heating coil (a) drain valve 732A1226 Dirty oil DB 11C drain valve 732A1068
HFO service tank 10P heating coil (b) drain valve 732A1232 Waste oil collection tank drain valve 732A1271
HFO Storage, Service and Settling Tanks
HFO settling tank 10P heating coil (a) drain valve 732A1231 Waste oil storage tank 15P drain valve 732A1149
Description Valve
HFO settling tank 10P heating coil (b) drain valve 732A1175 Waste oil storage tank 15S drain valve 732A1152
No.8 DB tank line drain valve 737A3002
HFO 10P tank drain valve 737A3026 Sludge oil tank drain valve 732A1239
HFO DB 8P heating coil (a) drain valve 732A1223
HFO settling tank 10S heating coil (a) drain valve 732A1178 Sludge storage deep tank drain valve 732A1266
HFO DB 8P heating coil (b) drain valve 732A1001
HFO settling tank 10S heating coil (b) drain valve 732A1181 Port grease trap drain valve 732A1158
HFO DB 8P heating coil (c) drain valve 732A1006
HFO service tank 10S heating coil (a) drain valve 732A1184 Starboard grease trap drain valve 732A1155
HFO DB 8S heating coil (a) drain valve 732A1128
HFO service tank 10S heating coil (b) valve 732A1187 Bilge Tanks
HFO DB 8S heating coil (b) drain valve 732A1009
HFO 10S tank drain valve 737A3024 Oily bilge deep tank 15S (a) drain valve 731A1161
HFO DB 8S heating coil (c) drain valve 732A1012
HFO overflow tank 10C heating coil (a) drain valve 732A1048 Oily bilge deep tank 15S (b) drain valve 731A1162
HFO overflow tank 10C heating coil (b) drain valve 732A1222 Bilge water DB 14P drain valve 731A1102
Line drain valve 737A3008 Bilge water DB 14S drain valve 731A1105
HFO DB 9C heating coil (a) drain valve 732A1019
Line drain valve 737A3006 Galley water drain tank steam inlet valve closed (line blanked) 731A1102
HFO DB 9C heating coil (b) drain valve 732A1022
Leak Oil Tanks Pulper water tank steam inlet valve closed (line blanked) 731A1104
Leak oil tank 10P drain valve 732A1059 Incinerator steam supply line (a) drain valve 731A1246
Leak oil tank 10S drain valve 732A1031 Incinerator steam supply line (a) drain valve 731A1247
Leak oil tank 11/12P drain valve 732A1062 b ) The tank drain system will operate when steam is supplied to any
Leak oil tank 11/12S drain valve 732A1077 of the tank heating coils. Checks should be made to ensure that
HFO DB 10C heating coil (a) drain valve 732A1043 the drain traps are functioning correctly and to ensure that no oil
Leak oil tank 15S drain valve 732A1108 is returning to the hot well with the condensate.
HFO DB 10C heating coil (b) drain valve 732A1042
Separator Drain Tanks
Separator drain tank 10P drain valve 732A1198
Separator drain tank 10S drain valve 732A1219
HFO DB 13/14P heating coil (a) drain valve 732A1086
Line drain valve 737A3008
HFO DB 13/14P heating coil (b) drain valve 732A1089
HFO DB 13/14C heating coil (a) drain valve 732A1092 Diesel Generator Engine Circulating Sumps
HFO DB 13/14C heating coil (b) drain valve 732A1095 No.1 Diesel generator LO circulating DB 11P drain valve 732A1065
HFO DB 13/14S heating coil (a) drain valve 732A1098 No.2 Diesel generator LO circulating DB 11S drain valve 732A1074
HFO DB 13/14S heating coil (b) drain valve 732A1101 No.3 Diesel generator LO circulating DB 12P drain valve 732A1063
HFO DB 15C heating coil (a) drain valve 732A1111 No.4 Diesel generator LO circulating DB 12S drain valve 732A1080
HFO DB 15C heating coil (b) drain valve 732A1116 Diesel generator line drain valve 737A3030
Issue: First 6.2.9 Tank Heating System Page 2

Illustration 6.3.1a Fresh Water Evaporator Plant
Deck - 4
Engine Room Plant Shown is for Evaporator No.1 Deck - 3
Steam System 100
125
731A 3001 3002 3003

1228 300
Vent
200
PI
PIAHL P P
SA6 Evaporator 1 PI
SA6 PI
9 125
640m3/24h 14
712A Seawater/HT
HT 1338 TSA 731A TI
Plate Heater TI LIAHL
Outlet 5 23 7 Ejectors
1805 250
TI TI TI TI TI
250 PI 6 5 4 3 2 TI
TIAL
17 100
731A PI
1806 LIAHL
M
PI Chemical
Heater
13 Dosing
LSA
Temperature 21
TI
Controller
M
TI TI TI TI TI TI 19
TI
18 9 10 11 12 13 14
LIAHL
M 7
LIAHL
250
TS TI
M
100 65
DG No.s PI TI
TIAHL
1 and 2 18 8 Distillate SALZ
HT PI TI Plate
TIAL 20 22 350
System Cooler
Inlet 250
Booster Drain To M
250 Heater 125 65 100
712A Bilge Well
1291 TISA
4 PI 3820 TI
UC
U4 SA8 65
100
FIAHL 65 PI TI 3808
Evaporator 1
Condensate 3807
Sea Water High
Pump
Pump PI Evaporator 1 FI Salinity
9m3/h
431m3/h Brine Pump Overboard
4.0 Bar 420m3/h 1091 200
2.3 Bar
M
PI Evaporator 1 Evaporator 1 From 1090 Fresh

PI 10
16
Distillate + PI Ejector No.2 Water
3023 Pump Pump Evaporator Treatment
TI
21 TI 26.7m3/h 96m3/h
15
+ PI
4.0 Bar 3014
7.5 Bar
732A
Key
M
3013
1166 200 Sea Water
150
M
732A 3803 3821

Steam
1167
200 200 H.T. Cooling Water
3805 Distillate
All Valve No.s
Prefixed At 701A Control Air
300 Unless Stated
Sea Water Crossover 11 Electrical
Issue: First Illustration 6.3.1a Fresh Water Evaporator Plant

6.3 Water Systems Introduction The evaporator sea water pump supplies the sea water feed to the evaporator
and on the way to the heater this sea water acts as the condensing fluid within
6.3.1 Fresh Water Evaporator Plant The low pressure evaporator uses CFW from the HT circulating system as the the evaporator chamber, thus its temperature is increased before it reaches the
heat source. The temperature of this water is only about 80ºC and so it cannot heater. The temperature of the sea water entering the sea water heater is about
Evaporator evaporate the sea water feed at atmospheric pressure. In order to provide for 69ºC. In the main heat exchanger, heated by CFW from the HT system, the sea
evaporation at the lower temperature the pressure in the evaporator chamber water, or brine, which is to become the evaporator feed, is heated to the brine
Maker: Serck Como must be reduced. During evaporation, gasses dissolved in the sea water are top temperature (BTT) which is 80ºC for full capacity operation of the
Type: MSF 640-6 liberated and these can destroy the vacuum. The low pressure evaporator is evaporator. Depending upon the DG engine loading, the HT CFW temperature
Capacity: 640t/day fitted with an air ejector system, this keeps the pressure in the evaporator is between 88ºC and 73ºC; at the lower engine loading levels the booster heater
chamber low enough to allow for evaporation. may be required. The evaporator control system automatically adjusts the
Evaporator SeaWater Pump steam supply to the booster heater, if required, in order to maintain the
There are two evaporators, one located in compartment 11 and the other in temperature of the brine entering the evaporator.
Make: Serck Como compartment 12. The evaporators are of the ‘Flash’ type, which means that
Type: MU 200/315 heating of the sea water feed takes place outside the evaporator chamber and Distilled water production depends upon the brine top temperature and this
Capacity: 431m3/h; 4.0 bar when the hot sea water, or brine, enters the low pressure evaporator chamber, depends upon the DG load and heating available from the steam supply to the
some of the sea water ‘flashes off’ and produces vapour. This vapour passes booster heater. The control system adjusts the supply of heated sea water to the
Evaporator Brine Pump through a demister screen which removes any salt water particles. The vapour evaporator first stage chamber, depending upon the BTT if the value of 80ºC
then condenses in a chamber above the evaporation chamber. The condensate, is not reached. The control system automatically adjusts the flow rate of heated
Make: Serck Como or distilled water, is removed by the evaporator distilled water pump and sea water to the evaporator fist stage chamber to compensate for any reduced
Type: NT 200/400 cooled before passing to the distilled water storage tanks. Each evaporator is sea water temperature. The evaporator plant is fitted with an automatic brine
Capacity: 404m3/h; 2.3 bar of the multistage type with six stages; this means that the heated brine that is recirculation system for keeping the sea water temperature at the sea water
not evaporated in the first stage, passes from that first stage into the second heater inlet at a constant 32ºC. The remixing device, MRF2, allows for a
Evaporator Ejector Pump stage, which is maintained at a slightly lower pressure. Because of the lower maximum recirculation of 80% of the evaporator brine discharge to the sea
pressure more evaporation takes place and more condensate is produced. From water inlet, in order to maintain the sea water heater inlet temperature at the
Make: Serck Como the second stage, the heated sea water flows to the third stage, then the fourth, optimum level.
Type: MU 80/400 fifth and sixth stages before being pumped overboard by the brine pump. The
Capacity: 96m3/h; 7.5 bar stages are maintained at successively lower pressures so that evaporation can The evaporator brine pump removes the brine from the evaporator chamber
take place in each stage. This type of evaporator is very efficient at producing and discharges it overboard.
Distillate Pump distilled water from a single heating of the sea water.
The distilled water pump removes the condensate from the evaporator
Make: Serck Como The main source of heat is the HT fresh water cooling system, and the chambers and pumps it to storage, via a cooler. If the salinity of the distilled
Type: CLT 50-315 evaporators act as coolers for the HT system, but if the DG engines are water is too high temporarily, the control system operates the distilled water
Capacity: 26.7m3/h; 4.0 bar operating at reduced load, the evaporators can still operate at or near full three-way valve and dumps the distilled water overboard. When the salinity
capacity, because there is a steam booster heater located just before the returns to an acceptable level the distilled water is diverted to the storage
Distillate Cooler: evaporator sea water feed heater. This booster heater raises the temperature of system.
the HT FW before it enters the evaporator sea water heater thus enabling it to
Type: VT 20 V CD-10 heat the sea water feed to the correct temperature. Once set up and working, the evaporators will operate automatically and
produce distilled water at the maximum rate allowed by the heating system.
Sea Water Heater There are two air ejectors fitted to each evaporator and these are of the venturi Very low sea water inlet temperatures may restrict water production, as the
type. Sea water acts to eject the gases from the evaporator chamber. Most of flow rate of the sea water to the evaporator will be reduced, in order to
Type: VT 80 MHV L B-6 the dissolved gases are liberated from the brine in the first stage and this has compensate for a reduced inlet temperature below the maximum of 80ºC.
an ejector of its own, the first stage ejector suction pressure being 0.349bar
Booster heater absolute. The vacuum is maintained in the subsequent stages by the second
ejector, which has its suction located at the final stage. The suction pressure in
Type: A43-VD18 C5H 059-1 the final stage is 0.09bar absolute.
There is a separate ejector pump and water leaving this pump first flows
through the condensate cooler before it reaches the air ejectors. Discharge from
the ejectors is overboard.
Issue: First 6.3.1 Fresh Water Evaporator Plant Page 1

Illustration 6.3.1a Fresh Water Evaporator Plant
Deck - 4
Engine Room Plant Shown is for Evaporator No.1 Deck - 3
Steam System 100
125
731A 3001 3002 3003

1228 300
Vent
200
PI
PIAHL P P
SA6 Evaporator 1 PI
SA6 PI
9 125
640m3/24h 14
712A Seawater/HT
HT 1338 TSA 731A TI
Plate Heater TI LIAHL
Outlet 5 23 7 Ejectors
1805 250
TI TI TI TI TI
250 PI 6 5 4 3 2 TI
TIAL
17 100
731A PI
1806 LIAHL
M
PI Chemical
Heater
13 Dosing
LSA
Temperature 21
TI
Controller
M
TI TI TI TI TI TI 19
TI
18 9 10 11 12 13 14
LIAHL
M 7
LIAHL
250
TS TI
M
100 65
DG No.s PI TI
TIAHL
1 and 2 18 8 Distillate SALZ
HT PI TI Plate
TIAL 20 22 350
System Cooler
Inlet 250
Booster Drain To M
250 Heater 125 65 100
712A Bilge Well
1291 TISA
4 PI 3820 TI
UC
U4 SA8 65
100
FIAHL 65 PI TI 3808
Evaporator 1
Condensate 3807
Sea Water High
Pump
Pump PI Evaporator 1 FI Salinity
9m3/h
431m3/h Brine Pump Overboard
4.0 Bar 420m3/h 1091 200
2.3 Bar
M
PI Evaporator 1 Evaporator 1 From 1090 Fresh

PI 10
16
Distillate + PI Ejector No.2 Water
3023 Pump Pump Evaporator Treatment
TI
21 TI 26.7m3/h 96m3/h
15
+ PI
4.0 Bar 3014
7.5 Bar
732A
Key
M
3013
1166 200 Sea Water
150
M
732A 3803 3821

Steam
1167
200 200 H.T. Cooling Water
3805 Distillate
All Valve No.s
Prefixed At 701A Control Air
300 Unless Stated
Sea Water Crossover 11 Electrical
Issue: First Illustration 6.3.1a Fresh Water Evaporator Plant

Chemical dosing of the sea water feed is used to prevent the formation of Operational Electrically operated h) Check that the evaporator ejector pump has reduced the
deposits inside the heat exchanger. Dosing chemicals, diluted with distilled remixing valve MRF2 701A3821 701A3823 evaporator chamber pressure to the required level; check that the
water from the evaporator outlet, are introduced into the sea water pump Operational Electrically operated ejectors can maintain that pressure.
suction line. The chemicals prevent the formation of salt scale inside the heat brine pump discharge valve 701A3803 701A3811
exchanger and the interstage condensers through which the sea water flows. i) The control system will regulate the flow of heated sea water to
The dosing rate recommended by the chemical supplier must not be exceeded. Open Overboard discharge the evaporator depending upon the temperature of the sea water at
The dosing rate is obtained by adjusting the stroke of the dosing pump and non return valve 701A3002 701A3010 the evaporator inlet. It will adjust the steam supply to the booster
should give an injection rate of approximately 1.3 ppm of chemical additive Open Overboard discharge valve 701A3003 701A3011 heater as necessary and also the amount of brine remix.
(the recommendations of the chemical manufacturer must be studied carefully, Open Evaporator ejector
with respect to the setting of the dosing pump stroke and the dilution of the pump inlet valve 701A3014 701A3016 j) The control system will control the rate of discharge of distilled
chemical with distilled water in the dosing tank). water depending upon the level of production. It will also divert
Open Distilled water
the distilled water overboard until the salinometer confirms that
cooler SW inlet valve
(Note! The evaporator plant must not be used for producing distilled water for the salinity is below the minimum acceptable level.
domestic consumption when operating in restricted waters near coasts or Open Distilled water cooler
estuaries.) SW outlet valve k) When the salinity reaches an acceptable level the three-way
Open Air ejector SW outlet valve control valve will discharge the distilled water into the potable
Procedure for Operating the Evaporators water system.
Open Air ejector SW discharge valve 701A3001 701A3012
This procedure assumes that the plant is in the cold condition Open Air ejector air inlet valve (Note! The level of dosing chemical added must be monitored carefully and
evaporator HP end N2 N2 details recorded. Under certain sea water conditions foaming in the evaporator
a) Check that no restrictions apply to the operation of the evaporator. Open Air ejector air inlet may occur and this requires the addition of anti-foaming chemicals tot he
valve evaporator LP end N3 N3 dosing tank. The instructions provided by the chemical supplier must be
b) Ensure that electrical power is available at the evaporator control studied carefully before chemicals are used.)
and that the valves to all instruments and gauges are open. Closed Evaporator vent
Operational Hot brine motorised inlet valve RF1 RF1
c) Ensure that control air is available to the evaporator control Operational Distilled water pump
system. discharge valve 701A3820 701A3822
d) Ensure that water is circulating in the HT CFW system and that it Open Distilled water
is at the correct temperature. If not, supply steam to the booster cooler inlet valve B10 B10
heater and ensure that the steam supply valve is under the control Open Distilled water
of the evaporator control system. cooler outlet valve B11 B11
Operational Distilled water
e) Fill the chemical dosing tank with distilled water or fresh water
three-way valve MV1 MV1
from the potable water system and add the quantity of chemical
indicated by the chemical supplier. Agitate the tank to ensure the Open Distilled water
correct mixing. discharge valve to system 722A1091 722A1090
Closed Dosing unit inlet valve
f) Set the evaporator valves as in the following table: to SW pump suction 701A3023 701A3022
Closed Dosing unit inlet valve
Evap. No. 1 No. 2
from distillate line V43 V43
Position Description Valve Valve
Open Evaporator SW pump g) Set the evaporator control panel to automatic and ensure that the
remote operated suction valve 701A3805 701A3809 evaporator ejector pump, evaporator SW pump, dosing unit
Open Evaporator SW pump pump, evaporator brine pump and evaporator distilled water
inlet valve 701A3013 701A3015 pump all start, when the control is switched to start.
Open Evaporator SW pump
Issue: First 6.3.1 Fresh Water Evaporator Plant Page 2

Illustration 6.3.2a Distilled Water Transfer System Key PW Bunker Stations P S
Shell Doors 8 and 9 1066 1065
Bunker Stations Dom. Fresh Water
S P prefixed by 722A unless stated 1070 1069
Feedwater
Air
1072 1071
Cold PW
100 100 Ring Deck 4
40
100
65
100 100
100
Aft PW 125 125 125 Forward PW

40 Tanks Tanks 100
100 100 100
100
1083 1097 1227

1228
100
65
1081 1096
M
Evaporator 1
Bunker 1079
1805
& Evap. 1077
CL. Unit 1806
Bunker Water
100 Analysis/Control
Evap. Water
Analysis/Control
1095
50 Control 1810
To Sea Air
Bunker 1094
& Evap. IMACs
1091 PH. Unit IMACs
1090 65 100
1212 1213
65 65 Min. Min.
Neutr. 1214 1215 Neutr.
M
Control Filter 2 Filter 1 100
To Sea
Air
1217 1218
Filling
1216 1219 100
1222 1223
65 65
737A 1220 1221
5014 100
65
Evaporator 2 1093
1224 1225
M
50
50 1092
737A
5012
Water Soft. Plant
S From Non PW
50 Hot Well
M
737A Sampling
5010
DPI
Feedwater Storage DB12S

Feed Water Transfer Pump PW Laundry DB6S
16m3/h 1.5 Bar DrainTK
Issue: First Illustration 6.3.2a Distilled Water Transfer System

6.3.2 Distilled Water Transfer System Introduction Procedure for Supplying Distilled Water to the Boiler Feed Tank from
the Evaporators
Mineralising Filter Distilled water made in the two evaporators is transferred to the potable water
storage tanks on the ship and also to the boiler feed water storage tank (DB a) Ensure that the evaporator(s) are functioning correctly and
Maker: 12S) and the non-potable water storage tank (DB 6S). making distilled water.
Type:
No of sets: 2 Potable water may also be supplied from shore or barge facilities via b) Check the quantity of water in the boiler feed tank and estimate
Capacity: 640 t/day connections at the port and starboard bunker stations. the time needed to transfer the quantity required.
Water Softening Plant Because the distilled water produced by the evaporators contains no natural c) Check that the valves to all instruments and gauges are open.
salts, it can be harmful when consumed and so treatment is needed to restore
some of the salts which would otherwise be leached from the human body by d) Set the valves as in the following table:
Maker: Allweiller
Type: NT 25-160/159 U3D-W18 the distilled water.
No of sets: 1
Capacity: 5 t/h The distilled water is passed through a mineralising filter before being Open Distilled water
discharged to the potable water storage tanks. It also flows through a pH unit supply valve from No.1 evaporator 722A1091
Chlorination Unit where its alkalinity is brought to a neutral level. Because the distilled water is
produced at low temperature, all bacteria may not have been destroyed and so Open Distilled water
Maker: Prominent a chlorination process is used to sterilise the distilled water. supply valve from No.2 evaporator 722A1090
Type: G/5B 0613PP1000A10001 Closed Mineralising filter
No of sets: 2 Potable water loaded at the bunker stations also undergoes the pH and
to water softener line valve 722A1093
Capacity: 13.1 ltr/h chlorination procedure. The quantity of chlorine and pH chemicals are
carefully metered to ensure that the correct dose is added. The amount and Closed Mineralising filter
Potable Water Tank Capacities quality the of distilled water or bunker potable water flowing through the to water softener supply valve 722A1225
supply pipes is measured by flow meters and control units regulate the supply
of pH and chlorination chemicals accordingly. Open Distilled water line valve 722A1224
Tank Capacity
PW tank 3-1 P 171.3 m3 Open Distilled water softener plant by-pass valve 722A1092
PW tank 3-1 S 171.3 m3 There are separate control and analysing units for the distilled water and the
PW tank 3-2 P 162.7 m3 bunker potable water. Prior to use, the water is further analysed and treated, see
e) Start the evaporator plant and check that it is supplying distilled
section 6.3.3)
PW tank 3-2 S 162.7 m3 water to the tank.
PW tank 7 outer P 140.2 m3
PW tank 7 inner P 129.6 m3 f) The above arrangement supplies distilled water directly from the
PW tank 7 inner S 129.6 m3 evaporators to the distilled water tank, bypassing the mineralising
PW tank 7 outer S 140.2 m3 filters and the water softener plant.
PW tank 16 outer P 160.4 m3
PW tank 16 inner P 291.8 m3 (Note! If mineralised distilled water is to be used for boiler feed it must be
PW tank 16 inner S 291.8 m3 passed through the water softener before discharge to the boiler feed water
PW tank 16 outer S 151.1 m3 tank.)
Total 2102.1 m3
6.3.2 Distilled Water Transfer System Page 1

Issue: First
Procedure for Supplying Softened Mineralised Distilled Water to the Procedure for Supplying Distilled Water to the Boiler Feed Tank from Procedure for Supplying Distilled Water from the Evaporators to the
Boiler Feed Tank from the Evaporators the Bunker Station Potable Water Storage tanks.
a) Ensure that the evaporator(s) are ready for operation. CAUTION! a) Check the quantity of water in the potable water tanks.
Before any water is taken from a barge or shore station it should be
b) Check the quantity of water in the boiler feed tank and estimate sampled and analysed to ensure that it does not contain harmful chemicals b) Check that the valves to all instruments and gauges are open.
the time needed to transfer the quantity required. or bacteria.
c) Check that the evaporator(s) are ready for operation
c) Set the valves as in the following table: All other valves must be a) Check the quantity of water in the boiler feed tank and estimate
closed. the time needed to transfer the quantity required. d) Set the valves as in the following table; Note that the potable
Water (PW) tank filling valves are indicated as open, but they will
Position Description Valve b) Establish a system of communication with the bunker station and only be open for filling that particular tank. Valves indicated as
the shore supply station/supply barge. open should be closed.
Open Distilled water
supply valve from No.1 evaporator 722A1091
c) Connect distilled water supply pipe to the bunker pipe. Position Description Valve
Open Distilled water Open Dist. water supply valve from No.1 evaporator 722A1091
supply valve from No.2 evaporator 722A1090 d) Set the valves as in the following table: The arrangement assumes
that the port bunker station is to be used for supply. Open Dist. water supply valve from No.2 evaporator 722A1090
Open No.1 mineralising filter inlet valve 722A1213
Open No.2 mineralising filter inlet valve 722A1212 Position Description Valve
Open No.1 mineralising filter N/R outlet valve 722A1223 Open Port distilled water
bunker station motorised supply valve 722A1069 Open No.1 mineralising filter N/R outlet valve 722A1223
Open No.1 mineralising filter discharge valve 722A1221
Closed Starboard distilled water Open No.1 mineralising filter discharge valve 722A1221
Open No.2 mineralising filter N/R outlet valve 722A1222
bunker station motorised supply valve 722A1070 Open No.2 mineralising filter N/R outlet valve 722A1222
Open No.2 mineralising filter discharge valve 722A1220
e) Signal for the distilled water supply pump from the shore Open No.2 mineralising filter discharge valve 722A1220
Open Mineralising filter to water softener line valve 722A1093
station/barge to be started. Closed Mineralising filter to water softener line valve 722A1093
Open Mineralising filter to water softener supp. valve 722A1225
f) Signal for distilled water supply pump from the shore Closed Mineral. filter to water softener supply valve 722A1225
Open Water softener supply pump inlet valve
station/barge to be stopped, when the necessary quantity of Operational CO2 PW hardener dosing unit motorised valve
Open Water softener remote controlled outlet valve distilled water has been taken
Open CO2 inlet valve to evaporator outlet line
Open Water softener unit discharge valve
(Note! The above procedure provides direct access for distilled water from Open Sampling valve to distilled water test unit 722A1094
e) Start the evaporator plant and check that it is supplying distilled ashore/barge to the distilled water tank.)
water to the tank. Open Dosing inlet valve from pH unit 722A1825
Open Dosing inlet valve from chlorination unit 722A1824
f) The above arrangement supplies distilled water from the
evaporators to the distilled water system via the mineralising Open Dist. water outlet N/R valve to tank supply line 722A1096
filters and the water softener plant.
Open Dist. water outlet valve to tank supply line 722A1097
PW Tank Valves
Open PW tank 3-1P pneumatic inlet valve 722A1015
Open PW tank 3-1S pneumatic inlet valve 722A1016
Open PW tank 3-2P pneumatic inlet valve 722A1013
Open PW tank 3-2S pneumatic inlet valve 722A1014
Issue: First 6.3.2 Distilled Water Transfer System Page 2

Open PW tank 7P outer pneumatic inlet valve 722A1017 Procedure for Filling the PW Tanks from the Bunker Connections i) Shut the bunker station valve and disconnect the pipe.
Open PW tank 7P inner pneumatic inlet valve 722A1018
CAUTION! j) Shut the system valves and shut down the water analysing and
Open PW tank 7S inner pneumatic inlet valve 722A1019 Before any water is taken from a barge or shore station it should be dosing unit.
sampled and analysed to ensure that it does not contain harmful chemicals
Open PW tank 7S outer pneumatic inlet valve 722A1020
or bacteria.
Open PW tank 16P outer pneumatic inlet valve 722A1021
The quality of fresh water supplied by barge or shore station is always
Open PW tank 16P inner pneumatic inlet valve 722A1022
uncertain and the water must be sampled, analysed and treated before it is
Open PW tank 16S inner pneumatic inlet valve 722A1023 discharged to the tanks.
Open PW tank 16S outer pneumatic inlet valve 722A1024 a) Establish an effective communication system with the bunker
e) Check the electrical power supply to the evaporator is on and station and the barge/shore station.
check that the sample analyser, the chlorination unit, the ph unit
and the CO2 unit are functioning; this is part of the IMACs system b) Connect the water supply pipe to the ship connection at the
bunker station.
and can be monitored and controlled from the ECR.
c) Check that the valves to all gauges and instruments are open and
f) Start the evaporator and when the salinity of the condensate
the gauges and instruments are operating correctly
produced is below the minimum acceptable level, direct the
condensate to the discharge line.
d) Check that there is power at the bunker water switchboard and
that all items of the analysing and dosing equipment connected to
g) Fill the potable water tanks as required.
that switchboard are functioning correctly.
h) When the evaporators are out of service, the valves to the
e) Set the valves as in the following table: The assumption is made
analysing and dosing unit must be shut.
that the port pipe connection is being used to supply potable water
i) Check the levels of chemicals in the dosing units daily and
replenish as necessary.
Open Port bunker line motorised water inlet valve 722A1071
Open Stbd bunker line motorised water inlet valve 722A1072
Open Sampling valve to distilled water test unit 722A1077
Open Dosing inlet valve from pH unit 722A1805
Open Dosing inlet valve from chlorination unit 722A1806
Open Dist. water outlet NR valve to tank supply line 722A1081
Open Distilled water outlet valve to tank supply line 722A1083
f) The potable water tank filling valves are opened to fill the
particular tanks; the valves are as indicated in the procedure for
filling the tanks from the evaporators.
g) Signal the shore station/barge to commence pumping water.
h) When the tanks have reached their filling capacities, signal the
shore station/barge to stop the pumps.
Issue: First 6.3.2 Distilled Water Transfer System Page 3

Illustration 6.3.3a Water Treatment Systems
PI PI PI FI
Evaporator Water Buffer Vessel
CO2 Max. 54m3/h
Deck 1 Compartment 9
Flow
Power 230V 60Hz Chlorine - Analyser Chlorine - Analyser Meter Pre - Chlorination / pH - Correction
Pressure
Of Evaporator Water and Bunker From
Transmitter
Process - Station Water Systems Pressure Evaporator
(Systems Identical) Reducing Valve Pressure
P14.1 Injection Control Valve
HCL
Min Max Min Max
Zero Zero
Prominent Prominent
CO2 Dosing Before Remineralisation Filters
Bunker/Evaporator
System
CO2 Bottle 30 kg
3TB1 3TB2
Injection
Chlorine
Chlorine pH LA
Sensor Sensor Mixing
Device
2TB1 2TB2
Chlorine
Independent pH/Chlorine
0.5 L/min Solution
(Far Point) Measuring System (Bridge Deck)
Sample Water Pos 6033330
Common Tank For

Two Channel
Evaporator & Bunker Water
Chart Recorder
Pre - Chlorination ppm
pH
Deck 1 Compartment Power 1 230V 60Hz
9
Min Max Min Max
Process - Station
P12.1 Zero Zero
Chart Recorder
Bunker Water
System Prominent Prominent
LA
Chlorine pH
Sensor Sensor
Sample Cock
To Potable Water
HCL Storage Tanks
Solution Key
Deck 1 Compartment 0.5 L/min
Pos 6033320
9 Sample Water
Common Tank For Distillate/Fresh Water
Evaporator & Bunker Water Potable Water Line
pH - Correction Electrical
Issue: First Illustration 6.3.3a Water Treatment Systems

6.3.3 Water Treatment Systems The recommended dosage of carbon dioxide in this plant is 25mg of CO2 per Dolomite is an equivalent mixture of calcium and magnesium carbonate. The
litre of water produced. Therefore at the full output of both evaporators consumption of rehardening material amounts to approximately 15 - 25
Overview (2 x 640m3 per day), the daily consumption will be 32kg of gas. grammes per ton of distillate. Refilling is necessary after 1,000 to 1,400
operating hours. A sight glass indicates the level of dolomite in the filter. The
In order to maintain the potable water system free from bacteria and supply An integral dosing unit is supplied, consisting of the following components: dolomite filter material reacts sensitively to iron and manganese compounds
water fit for human consumption, the water produced in the evaporating plant which can cause blocking of the filter over time. Periodic back flushing of the
A pressure transmitter (0 - 100 bar), measuring the CO2 bottle
requires treatment. Water bunkered from ashore must also be monitored and filter is required, this being required before the differential pressure rises above
pressure, raising an alarm at low pressure, via the IMACs system
treated to ensure its quality. There are strict controls on the parameters of the 0.5 bar.
treatment to be adhered to. These are laid down in regulations imposed by the A pressure reducing valve including gauges, indicating the bottle
Flag State, the P&I Club and the Port Health authority. Regular checks are pressure and outlet pressure There are two filter units fitted on Aurora, each capable of handling the full
made by port health authorities who have the power to detain a ship if it has A proportional pressure control valve, reacting to the evaporator production of each evaporator. Under normal conditions, with both evaporators
not complied with the regulations, particularly where the dosage of chlorine is water flow signal and controlling the flow of CO2 gas into the at full production, both filters should be on line in parallel to each other.
concerned. water
Procedure to put Remineralisation Filters On-line
There are several stages in the treatment of potable water aboard Aurora. The A pressure vessel, intended to absorb any shocks due to gas or
water leaving the evaporator will be very pure, lacking in hardness salts and water pressure fluctuations During the first few weeks of operation, after changing the Dolomite or
with a pH value of between 5.5 and 6.0. The first stage is remineralisation. This A visual flow meter indicating the gas flow into the water topping up, the pH can be as high as 10.5. This is only temporary and is
also has the effect of raising the pH to an acceptable value. To aid this process, corrected by the pH altering plant in the next stage.
A dosing lance fitted into the water line to inject the CO2 gas
carbon dioxide gas is injected into the water before the rehardening filter.
Further pH correction, if necessary, then takes place prior to the injection of To put the filters back on-line, the following procedure should be followed:
Procedure for Starting the Carbon Dioxide Dosing Plant
chlorine as a disinfectant.
a) Ensure that valves 1214 and 1215 (back flushing drains to the
a) Ensure that power is available to the unit. potable water drain tank) are closed.
The treated water is then stored in double bottom tanks before distribution into
the potable water system. During this storage period, the level of chlorine will
b) Open the injection lance isolating valve (1839). b) Ensure that valves 1217 and 1218 (filter drains to the potable
drop due to natural degradation and interaction with organic materials. It is
measured again and further dosed to ensure that the level is within the required water drain tank) are closed.
c) Open the CO2 bottle isolating valve and check that the internal
parameters. The parameters are:
pressure is sufficient to supply the system for the required c) Open the vent valves on each unit.
Upper level: 1.2 ppm operating time.
Lower level: 0.8 ppm. d) Partially open the filter inlet valves (1212 and 1213) and allow the
d) The flow control valve should be receiving a water flow signal unit to fill up, until water issues from the vents.
Evaporator Distillate Treatment - CO2 Dosing Plant from the chlorine injection equipment and dosing CO2 in the
correct proportion. e) Close the vent valves and fully open the inlet valves.
Water produced from flash evaporator plant has a pH value of 5.5 to 6.0, due
to the release of carbon dioxide from the seawater and the subsequent e) Observe the flow rate of gas in the visual flow meter and compare f) At this point, open up the drains slowly and observe the water. If
formation of carbonic acid. This is undesirable, in the distillate, for human with the water flow rate, to ensure correct dosage (25mg per litre). it is cloudy, allow it to run away until the water is clear.
consumption and is corrosive to some of the materials in the system. It does
have some advantage in the demineralisation stage of the treatment, if Evaporator Distillate Treatment - pH Adjustment/Rehardening Filter g) Open the filter outlet valves (1220 and 1221).
increased by the addition of carbon dioxide in the gaseous form. The dolomite
material in the remineralisation plant is not readily soluble in water, even when The evaporated water has a pH of between 5.5 and 6.0 and has a negligible h) Close the drain valves.
heated. With the addition of carbon dioxide, the following reaction will take mineral content. The next stage of the treatment is achieved in a Serck Como
place, thus enhancing the performance of the unit. type CF 640 pH adjusting/rehardening filter.
(CaMg)(CO)2 + 2 CO2 + 2H2O →Ca(HCO3)2 + Mg(HCO3)2 To avoid corrosion, make the water fit for human consumption and to ensure
the effectiveness of the chlorine, pH correction of the distillate is necessary.
In the presence of carbon dioxide in evaporator water, the resulting hardness This is achieved during its flow through the corresponding active dolomite
increases proportionally to the carbon dioxide content, when reacting with the layer in the unit. In addition, the dolomite layer also rehardens (remineralises)
dolomite. the pH corrected distillate. The pH of the water leaving the unit will be
between 7.5 and 8.5.
Issue: First 6.3.3 Water Treatment Systems Page 1

Back Flushing Procedure Evaporator Distillate Treatment - pH Correction and Chlorine Injection Control and Adjustment of the pH Value
a) Open the back flush valves (1216 and 1219). Definition and Importance of Correct pH Values The pH value of the evaporated water is detected by a probe, through which a
sample of the water flows. The flow rate of the water is measured and utilising
b) Open the back flush drain valves (1214 and 1215) to the potable The pH is a measure of the acidity or alkalinity of water. The pH scale ranges this signal and the deviation from the set point (pH 7.2), a signal to the pump
water drain tank. from zero (extremely acidic) to 14 (extremely alkaline). Pure distilled water is generated. The stroke rate of the pump is preset and the pulses per minute
would have a pH of 7.0 i.e. neutral. determined from the two inputs. A dosing tank containing diluted sulphuric
c) Close the filter inlet valves (1212 and 1213). acid is supplied and this is injected into the potable water. The acid (H2SO4;
The effectiveness of free chlorine is dependant on the pH of the water. Chlorine 15% by weight) is prepared by mixing one part commercial battery
d) Close the filter outlet valves (1220 and 1221). (and most other disinfectants) work far more effectively at low pH values than (accumulator) acid with one part water.
at high pH values. It is also far more unstable at low pH values and can be lost
e) The back flushing should take place for approximately five from the water. See the manufacturer’s instructions regarding operation, calibration and probe
minutes. The loss of water from each filter is around 2m3. cleaning.
When chlorine is introduced into the water, it divides into two parts;
f) Open the filter outlet valves (1220 and1221). hypochlorous acid (HOCL), which is a strong, fast, oxidising disinfectant, and The monitoring equipment will signal an alarm to the IMACs if the pH rises
hypochlorite ion (OCL), which is a very slow, weak disinfectant. The HOCL above 7.5 or falls below 6.5
g) Open the filter inlet valves (1212 and 1213). will destroy most organisms in less than two seconds, usually less than half a
second. The OCL can take up to thirty minutes to achieve the same results. WARNING!
h) Close the back flush drain valves (1214 and 1215). Never mix acid and chlorine. When combined, acid and chlorine produce
The pH of the water determines the ratio of HOCL to OCL. Unfortunately, the large quantities of chlorine gas.
Should back flushing fail to cure the high differential pressure, the dolomite usual test for free chlorine records both HOCL and OCL components as free
will need to be replaced. Refer to the manufacturer’s instructions to carry this chlorine, so unless the pH value is also known and controlled, it is impossible Control and Adjustment of the Chlorine
out. A test kit should be used to establish that the filter is functioning correctly. to tell the percentage HOCL present in the water.
The correct parameter is a hardness of 3° - 5° dH and a resulting conductivity At a value of 7.0 pH, 75% of the free chlorine exists as HOCL. The level of chlorine in the water is sensed by a probe fitted into the same
of 100 to 150mS/cm. sampling point as the pH probe. A signal from this probe is taken in
At a value of 7.4 pH, 52% of the free chlorine exists as HOCL. conjunction with a signal from the water flow meter and utilised to calculate
the required pulse rate of the chlorine injection pump. The stroke is manually
At a value of 8.0 pH, 22% of the free chlorine in the water exists as HOCL. adjusted to ensure that at the full pulse rate, the quantity of chlorine injected is
sufficient. The set point of the equipment is 2.5ppm, with alarms being
It can be seen that to effectively disinfect the water with chlorine, the pH value signalled to the IMACs system at 2.0ppm and 3.5ppm.
must be closely controlled. The remineralisation filter may have raised the pH
from an undesirably low figure, to a higher than desirable value. For this The treated water is now stored in tanks until it is required to be distributed.
reason, the potable water now passes through a pH measurement and During this storage time it is likely that the chlorine level will have dropped as
adjustment process before the addition of the chlorine. it is used up in the oxidation of organic material.

Treatment of Potable Water Prior to Distribution Bunkered Water Treatment Chlorine
A residual chlorine level is required in the water before distribution to ensure During fresh water bunkering, the bunker water is also disinfected and pH A common misconception about chlorine is the assumption that a smell of
that the system is disinfected. However, for human consumption, the level corrected by means of proportional chlorination (at least 2ppm chlorine chlorine in the water signals overdosing.
should not be too high. United States Port Health (USPH) stipulate a minimum content) and pH dependent acidification (set point pH 7.2). The evaporator
level of 0.2ppm at the furthest point in the system and a recommended general dosing system chemical drums are also used by the bunkered water system. This is not necessarily true, and is often caused by insufficient dosing. The
level of 0.4ppm. To achieve this, the level of chlorine entering the distribution oxidation and disinfection becomes overloaded, and a highly irritant gas -
system is set at between 0.8ppm and 1.2 ppm. Should it fall below 0.8ppm then Far Point Monitor nitrogen trichloride (a type of tear gas) - is given off. This gas has a harsh
the dosing will be triggered. Should the level rise above 1.2ppm, then injection chlorinous smell, hurts the eyes and irritates the respiratory system thus
of sodium hydrogen sulphite will take place. This chemical will perform For final analysing and recording of the chlorine content and the pH value at leading people to believe that there is too much chlorine when in fact, the
dechlorinisation. the remote point of the ship’s potable water distribution system, the following opposite is true.
monitoring system is installed on the bridge deck.
The injected sodium hydrogen sulphite solution reacts with the excess of Chlorine Dosing Unit
sodium hypochlorite and by formation of the harmless reaction, produces A chlorine analyser and a pH analyser are connected to a two channel circular
sodium hydrogen sulphate and common salt. chart recorder for independent pH/chlorine monitoring and recording Maker: Prominent
respectively. Type: G/5B 0613PP1000A10001
NaOCl + NaHSO3 + NaCl + NaHSO4 Capacity: 13.1 ltr/h
Alarm values for this system are as follows:
Sodium Sodium Hydrogen Common Sodium Hydrogen
Hypochlorite Sulphite Salt Sulphate Chlorine pH Value
As previously mentioned, the pH value must be correct to maximise the effect Low alarm 0.3 ppm pH 6.5
of the chlorine. Prior to chlorine level correction, further acid injection takes High alarm 0.8 ppm pH 7.5
place if necessary.
If the chlorine content of the potable water, after passing the post-
The dosing equipment is fitted immediately after the potable water distribution chlorination/dechlorination/pH correction system, is at a set point of 0.8 ppm,
pumps. The pipework is arranged so that it splits into two sections and rejoins the chlorine analyser on the bridge deck shows values of approximately 0.3 -
afterwards. Such is the importance of the correct control of water quality, that 0.4 ppm; i.e. the disinfection of the distribution system is correct and indicates
there are two independent sets of dosing equipment, one fitted on each side that the dosing parts of the potable water system are operating correctly.
section. This is to allow for filling of the dosing drums and maintenance,
without interruption to the process. In accordance with USPH regulations, the chlorine content in the potable water
must not fall below 0.2 ppm at the independent measuring point on the bridge
deck.
Deviations from the adjusted alarm points for a period longer than 10 minutes
will raise an alarm at the IMACs system.
The recorder charts should be renewed daily and filed onboard for possible
inspection by port authorities.
The measuring range of the circular chart recorder is as follows:
Blue pen: 0-2 ppm chlorine, corresponding to 0 - 100% of the chart.
Red pen: pH 2-12, corresponding to 0 - 100% of the chart.

Illustration 6.3.4a Potable Hot Fresh Water System in Machinery Spaces To Hot Potable 1 2 3 4 5 6
Water System Distribution
7
PI PI PI PI PI PI
PI
TI PI
TI PI
TI PI
TI PI
TI PI
TI
TI
50
65 65 80 25 65 80 65
1074 1088 PI
PI 1073 1072 1071 1070 1069 1068 1067 1066 1065 1064 1063 1062
TI
50 50
1093 1061 1060 1059 1058 1057 1056

PI 1090 1094 PI PI PI PI PI PI
4.7 bar 3.8 bar 3.8 bar 4.9 bar 5.8 bar 6.6 bar
From Cold
65 80 25 65 80 65
Potable Water Drain To Bilge
1049 1048 1047 1046 1045 1044 1043
End Of Pipe
50 125 65
TI
TS
TIAHL 125
PI
IMACs
From Control
Hot 125 Hot
10 bar 80 10 bar 125 10 bar
Air System
Potable 1039 1038 1037 Potable
Water Water
Recircul. TI Bilge TI Bilge TI Bilge Recircul.
Potable 1036 Potable 1035 Potable 1034
Water Water Water
Heater Heater Heater
3 2 1
F 80 F 80 F 80
50
125
32 TI TI TI
65 1027 1026 1025
80
100
125 125 125
Condensate
M
M
Steam Steam
(P) (S)
Compartment 7
1020
Hot Potable
65
Water
M
1097
1096 Circulating 1098 1100 1017
32
Tank (1.0 m3)
LS No.1
65 65 Hot Potable Water
M
Circulation Pumps 125

PI
TI
1021 Key M
1 & 2 (22 m3/h)
PI
TI
1019 1018 65
Dom. Fresh Water 65
1013 1015
Saturated Steam No.2
Note* All valve numbers are 1003 65
prefixed by 723A unless stated Air
otherwise. TI From Cold
Condensate 80 PI
TI PI
TI
1004 1014 1016 Potable Water
M
Electrical Signal 65
1101 1087 System
65
Comp. 15 Comp. 5
Comp. 13
Issue: First Illustration 6.3.4a Potable Hot Fresh Water System in Machinery Spaces
6.3.4 Potable Hot Fresh Water System in Machinery Spaces Procedure for Supplying Hot Potable Water to the Ship’s System Hot Potable Water System Line Valves
The procedure assumes that the system is already fully primed. Open No.1 hot PW main supply valve 723A1048
Hot Potable Water Circ. Pumps
Open No.1 hot PW main inlet valve 723A1072
Make: Pompe Garbarino a) Open all valves to instruments and gauges and ensure that the
Type: Centrifugal instruments and gauges are working correctly. Closed No.1 hot PW
No. of Sets: 2 main pressure reducing valve bypass valve 722A1073
b) Check that the cold PW system is functioning correctly and
Capacity: 22m3/h 7.5bar Open No.2 hot PW main supply valve 723A1047
supplying water at the correct pressure.
Hot Potable Water Circulating Tank Open No.2 hot PW main inlet valve 723A1070
c) Ensure that air is supplied to the hot PW circulating tank.
Closed No.2 hot PW
Capacity: 1.0m3
d) Ensure that a steam supply is available at the heaters and that the main pressure reducing valve bypass valve 723A1071
Potable Water Heater condensate valves are open. Open No.3 hot PW main supply valve 723A1046
Type: Steam heated, 1250kW e) Set the system valves as in the following table: Open No.3 hot PW main inlet valve 723A1068
No. of Sets: 3 Closed No.3 hot PW
Introduction main pressure reducing valve bypass valve 723A1069
Open No.1 hot PW circulating pump suction valve 723A1005
Open No.4 hot PW main supply valve 723A1045
Hot potable water is circulated around the ship by two hot PW pumps, via
Open No.1 hot PW circulating pump NR outlet valve 723A1013
seven main distribution lines. Three steam heaters, located at the pump outlet, Open No.4 hot PW main inlet valve 723A1066
are used to raise the temperature of the water. Suction for the pumps is taken Open No.1 hot PW circulating pump discharge valve 723A1015 Closed No.4 hot PW
from the hot PW circulation tank which is pressurised by air from the control main pressure reducing valve bypass valve 723A1067
Open No.2 hot PW circulating pump suction valve 723A1004
air system. Hot PW from the forward and aft recirculating lines passes to the
circulating tank. There is also a make-up water connection from the cold PW Open No.2 hot PW circulating pump NR outlet valve 723A1014 Open No.5 hot PW main supply valve 723A1044
system. The make-up water from the cold line can also flow directly into the Open No.5 hot PW main inlet valve 723A1064
Open No.2 hot PW circulating pump discharge valve 723A1016
pump discharge line through a non-return valve, if the pressure at the pump
discharge falls. The hot return lines and the cold make-up line are provided Open Supply valve from the cold water system 722A1134 Closed No.5 hot PW
with water flowmeters so that consumption can be determined. main pressure reducing valve bypass valve 723A1065
Open Supply NR valve from the cold water system 722A1135
Open No.6 hot PW main supply valve 723A1043
System operation is controlled by the IMACs system, which regulates the Open Cold water inlet NR valve to pump outlet line 723A1101
steam supply to the heaters. The water supply temperature is maintained by the Open No.6 hot PW main inlet valve 723A1062
Open Cold make-up water supply cock to circ. tank 723A1017
steam heaters; the high temperature alarm is set at 77ºC and the low at 60ºC. Closed No.6 hot PW
Open Cold make-up water supply valve to circ. tank 723A1100 main pressure reducing valve bypass valve 723A1063
The recirculation arrangement ensures that a fresh supply of hot PW is always
available at every part of the ship. Discharge into the system line valves is via Operational Cold make-up water motorised circ. tank valve 723A1018 Open No.7 hot PW main supply valve 723A1049
pressure reducing valves, so that the correct pressure is maintained at all Open Cold make-up water circ. tank inlet valve 723A1019 Open No.7 hot PW main supply NR valve 723A1088
locations. For emergency use, there are bypass arrangements for the pressure
reducing valves and these are normally kept closed, but must be flushed Open No.1 PW heater inlet valve 723A1025 Open No.7 hot PW main inlet valve 723A1074
through at regular intervals. All lines can be drained to the bilge. Open No.1 PW heater outlet valve 723A1037 Closed No.7 hot PW main line cross connection valve 723A1093
Cold Potable Water Supply Mains Open No.2 PW heater inlet valve 723A1026 )f et the PW pumps so that one is the main pump and the other is
Open No.2 PW heater outlet valve 723A1038 on standby, ready to cut in automatically should pressure fall.
Main No. Location Pressure Reducing Valve Setting
Main 1 Galleys 4.7bar Open No.3 PW heater inlet valve 723A1027 h) From the IMACs system, start the pump(s) and check the system
Main 2 Decks 2 - 4 3.8bar flow. Ensure that water is available at all locations.
Main 3 Hospital 3.8bar Open No.3 PW heater outlet valve 723A1039
Main 4 Decks 5 - 7 4.9bar i) From the IMACs system, open the steam supply to the heaters and
Main 5 Decks 8 - 10 5.8bar check that the system temperature is being controlled. Allow the
Main 6 Decks 11 - 13 6.6bar system to operate for some time to ensure hot water is returned to
Main 7 Pools 3.5bar - 6.6bar the circulating tank. Check hot water is available at all outlets.
Issue: First 6.3.4 Potable Hot Fresh Water System in Machinery Spaces Page 1
Illustration 6.3.5a Potable Cold Fresh Water System in Machinery Spaces Key
Bunker Stations Dom. Fresh Water

S P Electrical Signal prefixed by 722A unless stated
1068 1067
otherwise.
Air
Test 1072 1071 Test
Deck 4 Drain Drain
100 100
100
Deck 3
50 100
Deck 2 Deck 2
125 125
100 100 65
40
1083 1097
100
1081 1096
Bunker 1079
1805
& Evap. 1077
CL. Unit 1806
Evaporator 1
Cold PW
Recirculation Feedwater Store Bunker Water
DB 12 S Analysis/Control
Evap. Water
40 1095 Analysis/Control
1810
Control
M
To Sea Air Bunker 1094

40
65 & Evap. IMACs
40 IMACs
PH. Unit
1021 1091
1088
65 100
1089
1212 80 1213
PW TK 16 Outer P 40 1090 Min. 1214 1215 Min.
(160.4 m3) Neutr. Neutr.
M
Filter 2 Filter 1
1033
To Sea Control 80
Air 1217 1218
150
125
1216 1219 100
1222 1223
1022
1220 1221 40
PW TK 16 Inner P 1034 65
150 Evaporator 2 65
(291.8 m3)
40 1093
1035 65 65 1224 1225
150
PW TK 16 Inner S 40
(291.8 m3)
1092
1023
150 Water Soft. Plant From Non PW

100 200
PW Back Flush
M
PI
PP (8.5 m3/h)
Sampling
1036 50 To Grey
CO2 Dosing Unit Water TK
PW TK 16 Outer S 150
PW Hardening PW Start LS
(151.1 m3)
Compartment 9 Overflow DrainTK LS
1024
CO2 Bottle PW Hardening To Bilge (2.0 m3) Stop
Compartment 16 Compartment 15 200
Issue: First Illustration 6.3.5a Potable Cold Fresh Water System in Machinery Spaces
6.3.5 Potable Cold Fresh Water System in Machinery Spaces Cold Potable Water Supply Mains e) Open the suction line valves from the tanks as necessary for
taking water from the particular tanks.
Potable Water Pump Main No Location Pressure Reducing Valve Setting
Main 1 Galleys 4.7 bar Description Valve
Make: Pompe Garbarino Main 2 Decks 2 -04 3.8 bar
Main 3 Hospital 3.8 bar Forward tank and return line suction valve 722A1099
Type: MU 80/400LE
No of Sets: 3 Main 4 Decks 5 - 7 4.9 bar Cross connection valve PW pumps No.1 and No.2 722A1100
Capacity: 140m3/h 7.5bar Main 5 Decks 8 - 10 5.8 bar
Main 6 Decks 11 - 13 6.6 bar Cross connection valve PW pumps No.2 and No.3 722A1101
Motor: 42.7kW 1750rpm
Main 7 Pools 5.5 bar Line valve to PW pump No.1 722A1103
Introduction
Procedure for Supplying Cold Potable Water to the Ship System Tank 7P and 7S suction valve 722A1004
The potable cold water system throughout the ship operates on a constant flow After tank and return line suction valve 722A1002
basis, with water circulated by one or more potable water pumps. These pumps The procedure assumes that the system is already fully primed.
take water from one of the potable water storage tanks. The suction valves f) Set the system valves as in the following table:
from these tanks are remotely operated and the tanks are fitted with remote a) Ensure that all gauges and instrument valves are open and that the
reading quantity gauges. The tanks also have high and low level alarms so that gauges and instruments are functioning.
a warning is given when a tank is nearly empty and the supply needs to be
taken from elsewhere. The high level alarm provides a level warning when the b) Check that there is an adequate level of chemical in each of the Open No.1 PW pump suction valve 722A1105
tanks are filled from the evaporators. dosing units and replenish if necessary.
Open No.1 PW pump N/R discharge valve 722A1229
There are three potable water pumps and each is provided with a differential c) Supply power to the PW service analyser and treatment unit and Open No.1 PW pump system discharge valve 722A1117
pressure indicator. The potable water pumps discharge water to one of two check that it is functioning correctly at the IMACs system.
Closed No.1 PW pump transfer discharge valve 722A1120
branches of an outlet main. The branches are identical in that they have inlet
connections for the chemical treatment. The branches can be isolated by d) Open the supply valve(s) on the PW tank(s) to be used; these Open No.2 PW pump suction valve 722A1106
remotely operated inlet valves and are protected from flowback by non-return valves are remotely operated from the ECR and are numbered as
follows: Open No.2 PW pump NR discharge valve 722A1230
outlet valves.
Open No.2 PW pump system discharge valve 722A1118
In the outlet pipe from the recombined branches is a mixing device which PW Tank Valve
ensures that the treatment chemicals are thoroughly mixed with the water. The PW tank 3-1 P pneumatic supply valve 722A1027
outlet line has six discharge connections to the cold potable water system and Open No.3 PW pump suction valve 722A1107
one connection to the hot potable water system. PW tank 3-1 S pneumatic supply valve 722A1028
Open No.3 PW pump NR discharge valve 722A1231
PW tank 3-2 P pneumatic supply valve 722A1025
The cold water branches serve cold potable water mains in different parts of Open No.3 PW pump system discharge valve 722A1119
the ship, returns from these mains come back to the potable water pump PW tank 3-2 S pneumatic supply valve 722A1026
suction via a flow meter. The flowmeter in the pump discharge line enables the PW tank 7 outer P pneumatic supply valve 722A1029
potable water consumption to be calculated. Closed Overboard discharge line valve 722A1292
PW tank 7 inner P pneumatic supply valve 722A1030
Closed Transfer line valve 722A1293
The cold water system main lines are supplied at different pressures and each PW tank 7 inner S pneumatic supply valve 722A1031
supply line has a pressure reducing valve to ensure that the correct water Water Treatment System
pressure exists in the particular line. Higher pressures are used for the upper PW tank 7 outer S pneumatic supply valve 722A1032
decks because of the static pressure head. The line pressures at all deck levels Open Treatment branch No.1 inlet valve 722A1126
PW tank 16 outer P pneumatic supply valve 722A1033
should be approximately the same. Open No.1 PH corrector chemical supply valve 722A1838
PW tank 16 inner P pneumatic supply valve 722A1034
For emergency use there are bypass arrangements for the pressure reducing Open No.1 Dechlorination chemical supply valve 722A1828
PW tank 16 inner S pneumatic supply valve 722A1035
valves and these are normally kept closed. However, they must be flushed Open No.1 Post-chlorination chemical supply valve 722A1830
through at regular intervals. All lines can be drained to the bilge. PW tank 16 outer S pneumatic supply valve 722A1036
Open Treatment branch No.1 NR outlet valve 722A1128
Open Treatment branch No.1 discharge valve 722A1130
Issue: First 6.3.5 Potable Cold Fresh Water System in Machinery Spaces Page 1
Illustration 6.3.5b Potable Cold Fresh Water System in Machinery Spaces
Cold PW Ring Deck 4 Key
Deck 5
Dom. Fresh Water
Decks Decks Decks Decks S P
1066 1065 Electrical Signal
Galleys 2-4 Hospital 5-7 8-10 11-13 65 Bunker Stations
Test 1070 1069 Test Air
Deck 4 Drain Drain
CO2 Piping
80 125 32 80 125 100 100 100
Deck 3
100 100
100
1228 1227
Deck 2 Deck 2
125
65 65 125
PI
TI PI
TI PI
TI PI
TI PI
TI PI To Pools Note* All valve numbers are
PI PI PI PI PI PI prefixed by 722A unless stated
150 otherwise.
1168 1167 1166 1164 1162 1160 1158 PI
TI
1157 PI
1210
65 125 80 1165 125 1163 1161 125 1159 100 65
40
1150
PI 1156 PI 1155 PI 1154 PI 1153 PI 1152 PI 1151 1226 PI 125
4.7bar 3.8bar 3.8bar 4.9bar 5.8bar 6.6bar
80 125 32 80 125 100 Drain

From Hot
1142 1141 1140 1139 1138 1137 PW Cold PW
200 65 Recirculation
To Hot 1135 1134
100 100
Potable 200
PI 1133
Water Potable
1833 1298 1830
M
Water 1132 Super
Cl pH Chlor. TK
1831
Analysis 1829 1828 1085
1131 1130 PW Service
2 1 Post-Chlor. 1
1017 100 1129 1128 1086
PW TK 7 Outer P 1029 200 200
PW Service
(140.2 m3) 150 2 1 De-Chlor. 1
1837 1838
1018 100 1127 1126
PW TK 7 1292
200 PW Service
Inner P 65 2 1 1015
150 1030
PH-Correct. 1
(129.6 m3) 40 1013
1025
65 150
1293 PW TK 3-1 P
150 PW TK 3-2 P
1122 1119 1121 1118 1120 1117 150 (162.7 m3)
125 1027 (171.3 m3)
150 150
150 150 150 PW TK 3-2 S
150 1028 150
1231 PW PP 3 1230 PW PP 2 1229 PW TK 3-1 S (171.3 m3)
Working (140 m3/h) (140 m3/h) 1014 (162.7 m3) 1026
Working Air Air Supply PW PP 1
S S S (140 m3/h)
PDI
TI PDI
TI PDI
TI 200 200
PW TK 7 1031 1016
150
Inner S
100 1019
(129.6 m3)
1107 1106 1105 To Laundry
PW TK 7 Outer S 1032 150 1104
200 DB6S
(140.2 m3) 100 150 150
1020 150 1103

200 200 200
1102 1101 1100 1099
200 Compartment 7 Compartment 4 Compartment 3
Issue: First Illustration 6.3.5b Potable Cold Fresh Water System in Machinery Spaces
Open Treatment branch No.2 inlet valve 722A1127 Open Forward cold PW recirculating line valve 722A1086
Open No.2 PH corrector chemical supply valve 722A1837 Open Aft cold PW recirculating line valve 722A1089
Open No.2 Dechlorination chemical supply valve 722A1829 g) Set the PW pumps so that one is the main operating pump and the
Open No.2 Post-chlorination chemical supply valve 722A1831 other pumps are on standby to cut in, should pressure in the
system fall. The standby pumps will cut-in automatically
Open Treatment branch No.2 NR outlet valve 722A1129
Open Treatment branch No.2 discharge valve 722A1131 h) Start the pump(s) and check the flow through the systems to
ensure that water is available at all locations.
Open PW analysis sample suction valve 722A1132
i) Chemically treat the cold PW as required.
PW System Line Valves
Open Hot PW system supply valve 722A1134
Open Hot PW system supply N/R valve 722A1135
Open No.1 PW main supply valve 722A1142
Open No.1 PW main inlet valve 722A1168
Closed No.1 PW main press. red. valve bypass valve 722A1167
Open No.7 PW main supply NR valve 722A1211
Closed No.7 PW main line cross connection valve 722A1210
Issue: First 6.3.5 Potable Cold Fresh Water System in Machinery Spaces Page 2
Illustration 6.3.6a Non Potable Water System Potable Water
Ring Deck 5
Non-Potable
Water Pump
Deck 5
No.1 (30 m3/h)
Evap.
PI
TI
65 PI
TI Potable Water
1011 Bunker Station
IMACs 80 Deck 4
1005 1001
Working
Deck 3
Non-Potable Air
GW Water Pump
Heeling TK 8 P 100 Deck 2
Coll. No.2 (30 m3/h)
(162.12 m3)
TK 4
65
1163 BW/
80 GW
1012 GW
PI
TI Working Working PI
TI
PI
TI
Coll.
1006 1002 DB 6
6.0 Air Air 6.0 PI
TI
TK 2.1
High bar bar P
50
High 21
Press. 1021 1013 1147
Press. 1020
Clean. Non Potable 6.5 bar Non Potable 15
1165
Clean. Cool. Water Hydro. Water Hydro.
Supply Water ILI
T TK 2 TK 1 LI
TI 80 4.5 bar
(6.0 bar) 6.5 (6.0 bar) 1806 1116
Stop bar 80 125 15
Non-PW Non Potable Water
80 GW 15
Hot water High 1123 DB 6 P
Fog 65 BW/ Coll. 15
1019 Exp. TK 1 TIAHL (104.58 m3)
1105 1086 GW TK 11 15
1047 15 System
15 1018 Non Potable DB 5 21 15
20
1022 PI 1024 Water Calor. P
PI
TI 1031 1160 1149
40 PI
TK 1
80 80 (4.0 bar) 15
100 80 65
1016 1015 1026 1027 1029 1030 Drain
PIAH
TI 1173
1048
To C/D
20 20 20
DB 7
65 20 20 20
1034
1049 20 1122
15
Non Potable 15
Hot Water 80 80
Vacuum Circ. Pump 80
20 Unit 1 20 No.1 (1 m3/h) 80 80
1046
20 65 65 65 65 20 20 20 25 25
1045
1061 1088
GW
GW 20 65 1174 25 25 25 25
Coll.
Coll.
TK 4
TK 5 1042 1043 Wash
1172 1036 1037 1038 1039 1040 1113 1114 1115 Extractor
1141 1143 BW/ 1041 1044
GW
Key DB 5 Wash Wash
Wash Wash Wash Wash Aquatex
S Extractor Extractor
Extractor Extractor Extractor Extractor
Dom. Fresh Water
Saturated Steam Note* All valve numbers are
1052 Laundry Water
Air prefixed by 721A unless stated
otherwise. Laundry Water DB 4 S
Vacuum Condensate DB 6 S
Unit 2 (104.58 m3)
Electrical Signal
GW
1166 Coll.
TK 2.2 To Grey
GW 21 Water System
Heeling TK 8 S Coll. 1161
(162.12 m3) TK 3 BW/
GW
1145
DB 6
S
Comp. 9 Comp. 8 Comp. 7 Comp. 6 Comp. 5 Comp. 4
Issue: First Illustration 6.3.6a Non-Potable Water System

6.3.6 Non-Potable Water System Procedure for Filling the Non-Potable Water DB 6P e) Start the operating pump and check that pressurised water is
available at the main.
Non-Potable Water Pump The tank has a capacity of 104.58 m3.
The system is now available to supply non-potable water to the users. The
Make: Pompe Garbarino a) If filling from the bunker supply lines, open valve 722A1227 and supply valves in the following table may be opened as required:
Type: 50G5 3 motorised valve 722A1098.
No. of Sets: 2 Supply Valves for Non-Potable Water Consumers
b) If filling from the evaporator system, open valve 722A1228 and
Capacity: 30m3/h 6bar
motorised valve 722A1098, with the evaporators operating and Vacuum Units
supplying water through the mineralising filters.
Non-Potable Water Hot Circulation Pump Vacuum units No.1 and No.2 supply line valve 721A1048
c) If filling from the potable water ring, open valve xxxx at deck 4. Vacuum unit No.1 inlet valve 721A1049
Type: Centrifugal d) The non-potable water tank is provided with alarms for high and Vacuum unit No.2 inlet valve 721A1052
No. of Sets: 2 low level, in addition to the remote quantity indicator.
Capacity: 1.0m3/h 1bar Vacuum unit No.3 supply line valve 721A1087
e) Close the filling valves when the tank is at the required level. Vacuum unit No.3 inlet valve 721A1090
Non-Potable Calorifier Tank
Procedure for Operating the Cold Non-Potable Water System Vacuum unit No.4 supply line valve 721A1102
Capacity: 525 kW
a) Check that all the valves to gauges and instruments are open and Vacuum unit No.4 inlet valve 721A1103
The non-potable water system and industrial water system are used in the that the gauges and instruments are reading correctly.
Heeling Tanks
machinery spaces and other areas for washing and for general machinery
services such as separator bowl sealing. b) Supply control air to the hydrophore tanks and to the control Heeling Tank 18P inlet valve 721A1047
system as required.
Heeling Tank 14P inlet valve 721A1099
The non-potable water system is kept under pressure by two hydrophore tanks c) Set the system valves as in the following table:
and two self-priming pumps supply water from the non-potable water DB 6P. 3.0 bar Reduced Pressure Lines
The non-potable water DB is filled from the potable water system. There is a Position Description Valve
hot non-potable water system which circulates hot water to the laundry wash Reducing valve (3.0bar) inlet valve 721A1066
extractor, which is heated in a calorifier. Open Non-PW DB 6P suction valve 721A1116
Forward turbocharger wash device inlet valve 721A1070/1
Open Suction valve from No.1 hydrophore tank 721A1013
The non-potable water system is under IMACs control and this maintains a Aft port turbocharger wash device inlet valve 721A1075/6
constantly pressurised supply throughout the system. The non-potable water Open No.1 non-PW pump suction valve 721A1001
Aft starboard turbine wash device inlet valve 721A1077/8
pumps, one working and the other on standby, take suction from the non- Open No.1 non-PW pump NR suction valve 721A1005
potable water DB 6P and supply the water to the pressurised main which is CFW system inlet valve 721A1072
kept under pressure by the two hydrophore tanks. These tanks are charged with Open No.1 non-PW pump discharge valve 721A1011
LT/HT expansion tanks supply valve 721A1074
air at 6bar. Open No.2 non-PW pump suction valve 721A1002
LT/HT CFW system supply valve 721A1176
Non-potable water outlets supplied include: Open No.2 non-PW pump NR suction valve 721A1006
Cooling water DB 12S supply valve 721A1073
Separators Laundry Open No.2 non-PW pump discharge valve 721A1012
Separator room (port) water supply valve 721A1062
High pressure cleaning equipment Vacuum units Open No.1 hydrophore tank connection valve 721A1018
Separator room (starboard) water supply valve 721A1063
LT FW cooling systems HT FW cooling system Open No.2 hydrophore tank connection valve 721A1019
Starting air compressor No.1 CW header tank inlet valve 721A1065
Starting air compressor coolers Demineralising unit Open Forward system line valve 721A1026
Starting air compressor No.2 CW header tank inlet valve 721A1082
Boiler cleaning unit Turbine washing system Open Aft system line valve 721A1015
Demineralising unit inlet valve 721A1056
Coalescer oily bilge separator Open Aft system NR line valve 721A1015
Chilled water expansion tank supply valve 721A1055
The system also supplies top-up water to the heeling tanks and flushing water d) Set one non-PW pump to operational and the other as standby. Heating water expansion tank supply valve 721A1175
to the grey and black water DB tanks and other grey water collecting tanks.
Fire system topping up pump supply valves 21A1175/1053
Issue: First 6.3.6 Non-Potable Water System Page 1

Illustration 6.3.6b Non Potable Water System
Key
Dom. Fresh Water

Saturated Steam
Air
Condensate Starting Air Comp. 1
Cooling Water
Electrical Signal Header TK 15 Separator
Rooms GW/BW
Note* All valve numbers are 1133 DB 9
BW/ prefixed by 721A unless stated Deck 3 LO FO MDO P
GW otherwise. Sep. Sep. Sep.
DB 17 Bilge & GW Coll. P P P
P Ballast TK 9 Deck 2 1168
PP 3
Bilge 1140
Bilge
Pump Deck 2
1 1130
1169 Turbocharger GW Coll.
Wash TK 6
Heeling TK 14 P GW Coll. Device
1127 TK 10
(187.55 m3)
20
40
32 20 20
20 15
GW Coll. 50 20 1082
TK 1085 1075
11 1100 1099 1062
32 15 20
65 80
32 To
15 1065 1117 1064 1063 1055 1175
1102 1101 Cross well 1084 1083 1066 20 1087 1056
20
Galley Garbage Deck 1 20
GW TK 1125 System Garbage GW Coll.
1 System 1067 PI
TK 6
65 15 1090 25 50 50 20
20 1179 1137
15 PI
TI Bilge
40 Vacuum
20 3.5 bar Unit 3 15
Non PW Hot 40 32 40 15 32 20
Boiler
Pulper Exp. TKS 2 15 1069 Turbocharger
1109 Clean.
GW TK (18.7L) Wash
1128 40
PI
2 Device GW Coll.
15 Bilge &
Non Sprinkler TK 7 1053
Ballast
1170 Potable Pump 2 System
40 65 15
Coalescer 15 15 15 Water Hot 1134 20 40
1103 25 20
Oily Bilge Circ.
Vacuum Sep. Pump 2 1121 PI
1070 Deck 2 Deck 2
Unit 4 1153 1152 1151 1092 (1 m3/h) 1072
BW/ 20 PI
TI 20 1167
GW
32
DB 17 65 65 1074 1073 1176
65 1077
S TIAHL
Oily Turbocharger
1110 LT/HT Cool. LT/HT Bilge & HFO LO De- BW/ Chill. Heat. Fire
Bilge 1093 Wash Device
Exp. Water Ballast Sep. Sep. Mineral. GW Water Water Topp.
Sep. TI Hot
1094 TK 5 DB 12 PP 1 S S Unit DB 9 Exp. Exp. Up PP
Tech. Water Non Potable Well S TK TK
S Bilge
1171 Calorifier Water Calor. 15 Separator
1112 TK TK 2 Deck 3 Rooms
32 (6.5 bar) (6.0 bar)
Oily Bilge
Deep
Turbocharger
TK 15 S Heeling TK 14 S Wash Device
(187.55 m3) Starting Air Compressor 1
1177 1096 Cooling Water
Header TK 15
Engine Room Bilge
Steam System
17 16
Comp. 15 Comp. 14 Comp. 13 Comp. 12 Comp. 11 Comp. 10 Comp. 9
Issue: First Illustration 6.3.6b Non-Potable Water System

Sprinkler system supply valve 721A1117 Procedure for Operating the Forward Hot Non-Potable Water System BW/GW DB 6S hot non-PW supply valve 721A1166
Bilge and ballast pump No.1 non-PW supply valve 721A1064 a) Check that all valves to the gauges and instruments are open and BW/GW DB 9P hot non-PW supply valve 721A1168
Bilge and ballast pump No.2 non-PW supply valve 721A1083 that the gauges and instruments are reading correctly. BW/GW DB 9S hot non-PW supply valve 721A1167
Bilge and ballast pump No.3 non-PW supply valve 721A1085 b) Supply the control air control system as required. Procedure for Operating the Aft Hot Non-Potable Water System
Bilge pump non-PW supply valve 721A1100 (Technical Water System)
c) Ensure that the cold non-PW system is functioning correctly.
Oily bilge separator non-PW supply valve 721A1101 d) Open the steam supply valve to the No.1 non-PW calorifier and a) Check that all valves to the gauges and instruments are open and
Boiler cleaning water supply valve 721A1084 the condensate drain valve from the calorifier. that the gauges and instruments are reading correctly.
Garbage system 721A1092 e) Set the system valves as in the following table: b) Supply the control air control system as required.
Crosswell deck 21A1092/1179 Position Description Valve c) Ensure that the cold non-PW system is functioning correctly.
Laundry Open Non-PW hot expansion tank No.1 inlet valve 721A1031
d) Open the steam supply valve to the No.2 non-PW calorifier and
Wash extractor No.1 cold non-PW supply valve 721A1036 Open Hot non-PW system
the condensate drain valve from the calorifier.
supply valve from cold system 721A1029
Wash extractor No.2 cold non-PW supply valve 721A1038
Open Hot non-PW system e) Set the system valves as in the following table:
Wash extractor No.3 cold non-PW supply valve 721A1040 NR valve from cold system 721A1030
Wash extractor No.4 cold non-PW supply valve 721A1114 Open Hot non-PW system
No.1 circulating pump suction valve 721A1045 Open No.2 non-PW
Wash extractor No.5 cold non-PW supply valve 721A1042 hot expansion tank inlet valves 721A1151/2/3
Open Hot non-PW system
Wash extractor No.6 cold non-PW supply valve 721A1044 No.1 circulating pump discharge valve 721A1046 Open Hot non-PW system
supply valve from cold system 721A1093
Washer Maytag cold non-PW supply valve 721A1061 Open Hot non-PW system line valve to aft branch 721A1172
Open Hot non-PW system
Grey Water Collecting Tank f) Start No.1 hot non-PW circulating pump and check the system NR valve from cold system 721A1094
flow.
GW collecting tank 1 21 non-PW supply valve 721A1149 Open Hot non-PW system
g) Open the supply valves to the hot non-PW users, as in the No.2 circulating pump suction valve 721A1109
GW collecting tank 2.1 21 non-PW supply valve 721A1147
following table when required: Open Hot non-PW system
GW collecting tank 2.2 21 non-PW supply valve 721A1161 No.2 circulating pump discharge valve 721A1110
Description Valve
GW collecting tank 3 21 non-PW supply valve 721A1145 Open Hot non-PW system line valve to aft branch 721A1172
Laundry
GW collecting tank 4.1 21 non-PW supply valve 721A1163
Cleaner Aquatex hot non-PW supply valve 721A1120 f) Start the No.2 hot non-PW circulating pump and check the flow
GW collecting tank 4.2 21 non-PW supply valve 721A1143 through the system.
Washer Maytag hot non-PW supply valve 721A1088
GW collecting tank 5 21 non-PW supply valve 721A1141 g) Open the supply valves to the aft hot non-PW users, as in the
Wash extractor No.1 hot non-PW supply valve 721A1037 following table when required:
GW collecting tank 6 21 non-PW supply valve 721A1140
Wash extractor No.2 hot non-PW supply valve 721A1039
GW collecting tank 7 21 non-PW supply valve 721A1134 Description Valve
GW collecting tank 8 21 non-PW supply valve 721A1137 Garbage system
GW collecting tank 9 21 non-PW supply valve 721A1133 BW/GW DB tanks 17 supply valve 721A1171
GW collecting tank 10 21 non-PW supply valve 721A1130 BW/GW DB 17P hot non-PW supply valve 721A1169
Pulper GW tank 2 21 non-PW supply valve 721A1125 BW/GW DB 17S hot non-PW supply valve 721A1170
BW/GW DB Tanks Oily bilge deep tank 15S hot non-PW supply valve 721A1112
Galley GW tank 1 21 non-PW supply valve 721A1128
BW/GW DB 6P hot non-PW supply 721A1165
Galley GW tank 11 21 non-PW supply valve 721A1127
Issue: First 6.3.6 Non-Potable Water System Page 2

Illustration 6.4.1a Grey Water System
Port
Bunker Station
Deck 4 Shore
Connection 1153
Deck 5
1253
Deck 4
Deck 3
Grey Water Grey Water Grey Water

Collecting 1238 1204 Collecting 1181 Collecting
Tank 11 Tank 10 Tank 9
10m3 1237 1203 10m3 1182 10m3
1235
1236 1202 1183
1233 1232 1197 1198 1201 1174 1176 1178

1376
BW/GW Grey Water Grey Water
Tank 17 1259 1258 Pump 19 & 20 Pump 17 & 18
(Port) 235m3
PI PI PI PI PI PI
Grey Water 1234 1196 1175
Pump 21 & 22
1256
1229 1227 1199 1193 1172 1170
1228 1226 1200 1192 1171 1169
1451
1449 1448
100 1207 100 100 150
200 200 200
200
200
125
1225 1208 150 1446 100
100 From Black 200
BW/GW 200 200
Water System 100
Tank 17 1255 1254 1447
PI
(Stb'd) 225m3 200
1252 1450
1188 1189 1191
1257
Grey Water Pulper Grey Water Grey Water
Drain Tank 1262 1222 Water Tank Collecting 1166 1136 Collecting
100
100
10m3 10m3 Tank 8 Tank 7

1261 1221 10m3 1165 1137 10m3
1250 1260 1220 PI 1164 1138 1133

1210 1163
1248 1212 1157 1140
1241 1243 1215 1219 1154 1159 1143 1147
1249 1211 1187 1186 1184 1162 1139
1242 1244 1214 1218 100 1155 1160 1142 1146
100 100 Grey Water
PI PI Discharge Pumps 1 & 2 Priming PI PI
200m3/h Unit
1377 1375 1372 1371
1247 1216 1158 1144
Compartment 17 100
PI PI PI PI
Key Pulper Water Grey Water Grey Water

Galley Water Pump 1 & 2 Pump 15 &16 Pump 13 &14
Sewage Discharge
Pump 1 & 2 Deck 3 Stbd
1150
Deck 4 Bunker Station
Note* All valve numbers are Deck 4 Shore
Deck 5 1209
prefixed by 762A unless stated Connection
otherwise.
Compartment 16 Compartment 15 Compartment 14 Compartment 13 Compartment 12 Compartment 11 Compartment 10
Issue: First Illustration 6.4.1a Grey Water System

Illustration 6.4.1b Grey Water System
Grey Water
1043 Collecting Vacuum
Tank 2.1 Breaker
1044 3m3 1438
1040
Grey Water BW/GW Grey Water
1130 1345 1045
Collecting D.B. 9 Collecting 1012
Tank 6 (Port) 55m3 Tank 4.1 Grey Water
10m3 1131 1344 5m3 1046 1039 Collecting
1127 1342 1364 1011
Grey Water Tank 1
1132 1343 Pump 3 & 4 9m3 1005
1015 1009
1370 BW/GW
1122 1121 1334 1333 Tank 6 PI PI 1010
1367 (Port) 1008
Grey Water 111m3 1038 1004
Grey Water
1363 1002 1001 PI
Pump 11 & 12 Pump 7 & 8
1048 1036
PI PI PI PI
1115 1006
1124 1335
1049 1035
Grey Water PI
1125 1119 1340 1337 Pump 1 & 2
200 200 1050 BW/GW
1126 1118 1341 1338 D.B. 9
1114 1032 (Port) 55m3
1445 200 1051 200 Laundry Grey Water

1116 200 1442 Laundry Grey Water 1033 Pumps 1 & 2
100 1065 1031
Pump 3&4 5m3/h
200 125
1034 PI
200 200 100 1030 40
PI
100 100
200 1066 1057 1055 1026 1019
Laundry Water 1025
200 1029
1117 1113 100 D.B. 6 1060 PI
PI 1058 80
(Starboard) 1441 1056 200
100
1444 1443 106m3 1440
1024 1023 1020
1061 200
200 1063 1064 Grey Water From 50
BW/GW
1112 Accommodation
Tank 6
(Starboard) BW/GW
115m3 Tank 5
(Starboard)
100m3
Grey Water Grey Water LAH
1109 Collecting 1094 Collecting
Tank 5 Tank 4.2 Grey Water 1329 Grey Water
1110 1095 1069 LS
BW/GW 5m3 5m3 Collecting Collecting
Tank 3 1328 Tank 2.2
D.B. 9 1070 LS
1111 1097 1096 1082 9m3 4m3
(Starboard)
55m3 1327
1071 1332 LS
1102 1106 1087 1091 1077 1081 1322 1326 Laundry Water D.B. 4
1099 1098 1084 1083 1072 1319 1318 (Starboard)
1101 1105 1086 1090 1076 1080 1074 1321 1325
1073
PI PI PI PI
1369 1368 1365
1103 1088 1078 1323
1366
Compartment 4
PI PI PI PI
Grey Water Grey Water Grey Water Grey Water Key

Pump 9 & 10 Pump 25 & 26 Pump 5 & 6 Pump 23 & 24 prefixed by 762A unless stated Sewage Discharge
otherwise.
Compartment 9 Compartment 8 Compartment 7 Compartment 6 Compartment 5
Issue: First Illustration 6.4.1b Grey Water System

6.4 Sewage Systems Introduction Procedure for Pumping Out the Grey Water, Galley Water Drain and
Pulper Water Tanks to the Grey Water Main
6.4.1 Grey Water System The grey water system collects water from showers, baths and hand
washbasins in the accommodation together with waste water from the galley a) Check that the valves to all the instruments and gauges are open
Tank Capacity Pumps and laundry. Grey water falls by gravity to one of 13 grey water collecting and that the instruments and gauges are working.
tanks distributed throughout the ship below deck 3 level. There are also two
Grey Water Collecting Tank 1 9 m3 2x separate laundry water DB tanks, a galley water drain tank and a pulper water b) Check that all the tank float switches are operating correctly.
Grey Water Collecting Tank 2.1 3 m3 2x tank. All the tanks are provided with two pumps which are used to empty the
tanks into the BW/GW double bottoms when they are over half full. All tanks c) Check that the electrical supply is available to all pumps.
Grey Water Collecting Tank 2.2 4 m3 2x are vented at the funnel or foremast.
Grey Water Collecting Tank 3 9 m3 2x d) Set the valves as in the following table:
Grey water, galley water and pulper drain tanks are flushed through with water
Grey Water Collecting Tank 4.1 5 m3 2x from the non-potable water system. The level switches in the tanks, which start Position Description Valve
Grey Water Collecting Tank 4.2 5 m3 2x and stop the pumps, are also flushed with non-potable water in order to remove Laundry DB 4S
sediment which could inhibit operation.
Grey Water Collecting Tank 5 10 m3 2 x 60 m3/h: 0.8bar Open No.1 pump suction valve 762A1020
Grey Water Collecting Tank 6 10 m3 2 x 60 m3/h: 0.8bar Grey water from the accommodation has direct access to the tanks, there are Open No.1 pump NR discharge valve 762A1027
no filling valves.
Grey Water Collecting Tank 7 10 m3 2 x 60 m3/h: 0.8bar Open No.1 pump discharge valve 762A1024
Grey Water Collecting Tank 8 10 m3 2 x 60 m3/h: 0.8bar The tank pumps start and stop automatically and discharge into a delivery main
Open No.2 pump suction valve 762A1019
which has connections with the BW/GW DB tanks. Black water is also
Grey Water Collecting Tank 9 10 m3 2 x 60 m3/h: 0.8bar discharged into the BW/GW DB tanks. Open No.2 pump NR discharge valve 762A1025
Grey Water Collecting Tank 10 10 m3 2 x 60 m3/h: 0.8bar Open No.2 pump discharge valve 762A1026
The tank discharge pumps are set up so that No.1 pump starts when the tank is
Grey Water Collecting Tank 11 10 m3 2 x 60 m3/h: 0.8bar 60% full and if that pump fails to reduce the tank level, No.2 pump starts when Laundry DB 6S
Galley Water Drain Tank 10 m3 2 x 60 m3/h: 0.8bar the tank reaches 70% full. There is a high level alarm set to operate when the
tank is 90% full. The pumps stop when the tank is 10% full. Open No.3 pump suction valve 762A1061
Pulper Water Tank 10 m3 2 x 60 m3/h: 0.8bar
Open No.3 pump NR discharge valve 762A1063
Laundry Water DB 4 S 0.8 m3 2 x 40 m3/h: 2.1bar The BW/GW DB tanks are pumped out by means of two grey water discharge
pumps. These pumps take suction from the BW/GW DB tanks via a suction Open No.3 pump discharge valve 762A1054
Laundry Water DB 4 S 104.58 m3 2x5 m3/h: 2.4bar main and discharge into the grey water main from the GW collecting tanks. Open No.4 pump suction valve 762A1060
This means that the GW discharge pumps may be used to transfer grey water
GW Discharge Pumps from one BW/GW BD tank to another, should the need arise. Open No.4 pump NR discharge valve 762A1058
Maker: Pompe Garbarino Open No.4 pump discharge valve 762A1057

The grey water main has connections to shore discharge points at the port and
Type: MU 125/250L starboard bunker stations on deck 4. The contents of the BW/GW DB tanks Grey Water Collecting Tank No.1
No. of Sets: 2 may be pumped ashore by the GW discharge pumps. The most usual means of
Capacity: 200m3/h 1.5bar 1800rpm Open No.1 pump suction valve 762A1001
disposal for the contents of the BW/GW DB tanks is overboard discharge and
Motor: 1800rpm this is also achieved by the GW discharge pumps. There are two overboard Open No.1 pump NR discharge valve 762A1008
discharge points, port and starboard, below the waterline in compartment 15.
GW Pumps This location is aft of the sea water inlet connections, therefore there is no risk Open No.1 pump discharge valve 762A1009
of contaminating sea water brought into the ship for use in the evaporators. Open No.2 pump suction valve 762A1002
Maker: Herborner
Type: 5.5/QSH101-2-160-W1 The overboard discharge is through an inverted U shaped pipe, the top of Open No.2 pump NR discharge valve 762A1004
No. of Sets: 26 which is above the waterline, therefore sea water cannot flow into the tanks via Open No.2 pump discharge valve 762A1005
Capacity: 60m3/h 0.8bar the GW discharge pumps. The remotely operated butterfly discharge valves in
Motor: 1750rpm 2.6kW the port and starboard overboard discharges are only opened when discharging Closed Pump bypass valve 762A1006
overboard, but even if one of these valves fail, sea water cannot enter the pipe
system because of the inverted U shaped arrangement of the discharge pipes.
Issue: First 6.4.1 Grey Water System Page 1

Grey Water Collecting Tank No.2.1 Grey Water Collecting Tank No.4.1 Grey Water Collecting Tank No.6
Position Description Valve Position Description Valve Position Description Valve
Open No.3 pump suction valve 762A1039 Open No.7 pump suction valve 762A1334 Open No.11 pump suction valve 762A1121
Open No.3 pump NR discharge valve 762A1036 Open No.7 pump NR discharge valve 762A1340 Open No.11 pump NR discharge valve 762A1119
Open No.3 pump discharge valve 762A1035 Open No.7 pump discharge valve 762A1341 Open No.11 pump discharge valve 762A1118
Closed Pump bypass valve 762A1038 Closed Pump bypass valve 762A1335 Closed Pump bypass valve 762A1124
Grey Water Collecting Tank No.2.2 Grey Water Collecting Tank No.4.2 Grey Water Collecting Tank No.7
Grey Water Collecting Tank No.3 Grey Water Collecting Tank No.5 Grey Water Collecting Tank No.8

Grey Water Collecting Tank No.9 Pulper Water Tank Description Valve
Position Description Valve Position Description Valve BW/GW DB 5P hydraulically operated filling valve 762A1031
Open No.17 pump suction valve 762A1176 Open No.1 pulper water pump suction valve 762A1211 BW/GW DB 5P NR filling valve 762A1032
Open No.17 pump NR discharge valve 762A1170 Open No.1 pulper water pump NR discharge valve 762A1214 BW/GW DB 5S hydraulically operated filling valve 762A1030
Open No.17 pump discharge valve 762A1169 Open No.1 pulper water pump discharge valve 762A1215 BW/GW DB 5S NR filling valve 762A1029
Open No.18 pump suction valve 762A1174 Open No.2 pulper water pump suction valve 762A1212 BW/GW DB 6P hydraulically operated filling valve 762A1051
Open No.18 pump NR discharge valve 762A1172 Open No.2 pulper water pump NR discharge valve 762A1218 BW/GW DB 6P NR filling valve 762A1050
Open No.18 pump discharge valve 762A1171 Open No.2 pulper water pump discharge valve 762A1219 BW/GW DB 6S hydraulically operated filling valve 762A1055
Closed Pump bypass valve 762A1175 Closed Pump bypass valve 762A1216 BW/GW DB 6S NR filling valve 762A1056
Grey Water Collecting Tank No.10 Galley Water Drain Tank BW/GW DB 9P hydraulically operated filling valve 762A1114
Open No.19 pump suction valve 762A1198 Open No.1 galley water pump suction valve 762A1248 BW/GW DB 9P NR filling valve 762A1115
Open No.19 pump NR discharge valve 762A1193 Open No.1 galley water pump NR discharge valve 762A1242 BW/GW DB 9S hydraulically operated filling valve 762A1113
Open No.19 pump discharge valve 762A1192 Open No.1 galley water pump discharge valve 762A1241 BW/GW DB 9S NR filling valve 762A1112
Open No.20 pump suction valve 762A1197 Open No.2 galley water pump suction valve 762A1249 BW/GW DB 17P hydraulically operated filling valve 762A1258
Open No.20 pump NR discharge valve 762A1199 Open No.2 galley water pump NR discharge valve 762A1244 BW/GW DB 17P NR filling valve 762A1259
Open No.20 pump discharge valve 762A1200 Open No.2 galley water pump discharge valve 762A1243 BW/GW DB 17S isolating filling valve 762A1225
Closed Pump bypass valve 762A1196 Closed Pump bypass valve 762A1247 BW/GW DB 17S hydraulically operated filling valve 762A1254
Grey Water Collecting Tank No.11 e) Set each tank pump pair to operate on automatic, so that the BW/GW DB 17S NR filling valve 762A1255
pumps start and stop under the control of the float switches in the
Open No.21 pump suction valve 762A1232 With the particular tank valve sets in the open position, the grey water can be
tanks.
transferred to the above DB tanks.
f) The pumps will operate to pump grey water into the grey water
Open No.21 pump discharge valve 762A1226
main.
Open No.22 pump suction valve 762A1233
g) The valves must be set as in the following table, so that discharge
of grey water into the grey water main flows to one of the
Open No.22 pump discharge valve 762A1228 BW/GW DB tanks. Unless stated, all valves connecting with the
grey water main are closed; only the valves indicated for the
Closed Pump bypass valve 762A1234 particular purpose stated must be open.

Procedure for Discharging the Contents of the BW/GW DB Tanks

Overboard
a) Ensure that the valves to all the instruments and gauges are open
and that the instruments and gauges are reading correctly.
b) Ensure that the ship is in safe waters to discharge overboard.
c) Set the valves as in the following table; valves not specifically

mentioned should be closed.

Open No.1 GW discharge pump suction valve 762A1191
Open No.1 GW discharge pump NR discharge valve 762A1189
Open No.1 GW discharge pump discharge valve 762A1188
Open No.2 GW discharge pump suction valve 762A1184
Open No.2 GW discharge pump NR discharge valve 762A1186
Open No.2 GW discharge pump discharge valve 762A1187
Operational Port GW main
overboard discharge remotely operated valve 762A1207
Operational Stbd GW main
overboard discharge remotely operated valve 762A1208
d) From the IMACs open the BW/GW DB tank suction valve for the
tank to be pumped out:
BW/GW DB tank 5P remotely operated suction valve 762A1033
BW/GW DB tank 5S remotely operated suction valve 762A1034
e) From the IMACs, open the overboard discharge valve (port or

starboard or both).
f) Start the GW discharge pump(s), pump out the BW/GW DB tank.
g) Pump other BW/GW tanks as required.
h) When the tanks are empty, stop the pump and shut all valves.

Illustration 6.4.2a Sewage Black Water Vacuum Units
From
Black Water From Non-Potable
Accommodation Water System
Macerator 'O' Ring

Stationary
Suction Chamber Knife Set Pressure Chamber Motor Rotor
Macerator
100 Rotating
From Pressure Side
Knife Set
Non-Potable
Water System Suction Side
80 15 15 15
65
PS PS PS PS + PI
80
80
LAH LS
32 32 32
65 'O' Ring
Suction
Chamber
Cover
M M M
50 50 80
Liquid Ring Shaft Bearings Motor
LAH
Seal Fan
Rotor
PI
Vacuumarator Unit
Vacuumarators
To
Sewage
Units
Key
Sewage Discharge
Technical Water
(Non-Potable)
Issue: First Illustration 6.4.2a Sewage (Black Water) Vacuum Units

6.4.2 Sewage (Black Water) Vacuum Units The vacuumarators operate depending upon the pressure in the collection pipe Procedure for Operating the Black Water Vacuum Units
from the accommodation. Normally one vacuumarator for each collection tank
Vacuum Collection Unit would be working and the others cut-in according to pressure. They are started a) In the vacuum unit control cabinet, turn the main switch to the ON
and stopped by means of pressure switches attached to the collecting line main. position.
Maker: Jets
Type: Jet Vacuum System The vacuumarators take suction from a main pipe which is supplied at both b) Ensure that the valves to all the instruments and gauges are open
No. of Sets: 4 ends from the sewage inlet, in order to ensure good line suction. Flushing water and that the instruments and gauges are operating correctly.
from the non-potable water system is provided at one end of the suction main
Vacuum Unit Discharge Pumps pipe. Flushing connections are also provided in the collecting tank. The liquid c) Ensure that all the accommodation lines are operational.
level in the collecting tank ensures a static pressure for sealing the
Maker: Netzsch Nemo vacuumarator. d) Check that the solids and sharp objects trap on each unit is clear.
Type: NM021BY01S04B 2-Stage
No. of Sets: 2 per unit Each collecting tank is maintained at atmospheric pressure and will contain e) If the unit has not been operated for some time, flush through the
Capacity: 0.9m3/h raw sewage which has been broken down into small particles by the action of main connecting line to the vacuumarators and the tank system
the vacuumarator(s). Each vacuum unit collecting tank has two discharge with non-potable water.
Introduction pumps, one set to operate as the main pump and the other to cut in should the
operating pump not be able to empty the collecting tank. The operating f) Ensure that there is liquid in the collecting tank to sufficient depth
The black water (sewage) collection pipes from the accommodation are discharge pump will start when the collecting tank reaches a set level and will to act as sealing liquid for the vacuumarators.
connected to four separate vacuum extraction tank units, each unit having stop when the level falls to a point just above the suction inlet. The second
connections from certain parts of the ship. pump will start if the collecting tank level continues to rise above the cut-in g) Set the valves as in the following table:
level for the operating pump.
Cross connection valves allow pairs of vacuum units to be linked so that one Position Description No.1 Unit No.2 Unit
of the vacuum units can be shut down and the accommodation discharges The vacuum unit discharge pumps direct the sewage to the sewage treatment Valve Valve
directed to the other unit in the pair. Vacuum units No.1 and No.2 are cross plants, normally the sewage treatment plant associated with the collecting tank. Open Solids/sharp objects
connected, as are vacuum units No.3 and No.4. In extreme situations No.1 vacuum unit may discharge to sewage plants No.s trap inlet NR valve
1 and 2, or No. 2 alone. Similarly No.2 vacuum unit may discharge to sewage Open Solids/sharp objects
There are two vacuum units serving the forward section of the accommodation, plants No.s 1 and 2 or No.2 alone. Vacuum units and sewage plants No.s 3 and trap inlet valve
one for the midships section and one for the aft section. 4 may be similarly connected.
Open Solids/sharp objects
trap outlet valve
The Jets vacuum system uses a differential air pressure (vacuum) to transport The vacuumarators start and stop in response to pressure switches in the main
sewage from lavatory pans to the holding tank from where it is pumped to the sewage suction line. An alarm will be triggered if the second vacuumarator has Closed Solids/sharp objects
sewage treatment plant. Vacuum is created in the pipework from the lavatory to run continuously for more than 30 minutes and another alarm is triggered if trap bypass valve
pans by a liquid ring screw pump with an integrated macerator, known as a the third vacuumarator starts. The main operating vacuumarator is set to cut in Closed Cross connection valve 761A1004
vacuumarator. There are three vacuumarators associated with each collecting at 40% vacuum, the second at 35% vacuum and the third at 32% vacuum. All
tank. vacuumarators are set to stop at 50%. An alarm is triggered if the vacuum falls Closed Main line flushing water valve 761A1050 761A1058
to 20% Open Main sewage line inlet valve 761A1049 761A1057
The function of the vacuumarator is to create a vacuum in the pipe and
discharge macerated sewage to the holding tank. A valve mounted on the (Note! The vacuumarators must never be started or operated without sufficient Open Secondary
vacuum side of the vacuumarator separates the vacuum side of the unit from sealing liquid in the collecting tank.) sewage line inlet valve 761A1048 761A1056
the atmospheric side, the holding tank side. The connection between a lavatory Open No.1 discharge
pan and its vacuum pipe is only open during flushing. An Electronic Flushing pump suction valve
and Discharge (EFD) Valve in the discharge side of the lavatory pan controls
Open No.1 discharge
connection of the lavatory pan to the vacuum pipe. When the EFD valve is
pump discharge valve 761A1055 761A1063
operated, upon flushing the lavatory pan, sewage waste, water and air is sucked
into the vacuum pipe and transported to the vacuumarator which pumps the Open No.2 discharge
macerated sewage to the associated collecting tank. pump suction valve
Open No.2 discharge
Issue: First 6.4.2 Sewage (Black Water) Vacuum Units Page 1

Open Vacuum unit sewage i) Move each vacuumarator switch to the AUTO position.
Closed Sewage treatment j) Operate the discharge pump standby selector switch to select
plant cross connection valve 761A1012 which discharge pump is to operate in main mode and which in
standby mode.
Open Sewage treatment
plant sewage inlet valve 761A1014 761A1010 k) Set the main collecting tank discharge pumps switches to START
and the operational switches to the AUTO position so that the unit
Position Description No.3 Unit No.4 Unit will operate in response to the timer in the control cabinet. The
Valve Valve standby pump will cut-in if the main pump fails to operate or if
Open Solids/sharp objects the collecting tank level rises to level 2 and the pump will run for
trap inlet NR valve 40 minutes. If the tank low level is reached, both pumps will stop.
trap inlet valve (Note! The timer starts counting when the low level switch L1 is closed after
a pumping cycle. The time interval before the next pumping cycle can be
adjusted based upon experience of the system in operation.)
trap outlet valve
Closed Solids/sharp objects
l) The system will operate automatically, with each vacuum unit
trap bypass valve
serving a section of accommodation and discharging sewage from
Closed Cross connection valve 761A1038 the collecting tank to its own sewage treatment plant.
Closed Main line flushing water valve 761A1066 761A1074
Open Main sewage line inlet valve 761A1065 761A1073
Open Secondary
sewage line inlet valve 761A1064 761A1072
Open No.1 discharge
pump suction valve
Open No.1 discharge
Open No.2 discharge
pump suction valve
Open No.2 discharge
Open Vacuum unit
sewage discharge valve 761A1017 761A1035
Closed Sewage treatment plant
inlet cross connection valve 761A1018
Open Sewage treatment plant
sewage inlet valve 761A1106 761A1034
h) Select the order in which the vacuumarators will operate by

adjusting the pressure switches at which they cut in.
The main operating unit is set to cut-in at 40% vacuum, the second operating
unit at 35% vacuum and the third at 32% vacuum.
All vacuumarators are set to stop at 50% vacuum.
Issue: First 6.4.2 Sewage (Black Water) Vacuum Units Page 2

Illustration 6.4.3a Sewage (Black Water) Treatment Unit
Blower 1 Branch 2 Blower 2 Branch 2

Blower 1 Branch 1 Blower 2 Branch 1 Blower 3 Branch 1
For Standby (One For Standby 50%)
Diluting M
Water
M
FC
M
Black
Water In Venting
Surplus Sludge Flow

Floating Sludge Off LS
LS
LS
Return Sludge Flow
M
Dosing
Container
Dosing Pump
Sludge Aeration 1 Sedimentation Aeration 2

Test Stabilization Tank Test
Nozzle Nozzle Disinfection LS
Test Test
Nozzle Nozzle
Test Test Test Test

Nozzle Nozzle Nozzle Nozzle Emergency
Outlet
Aerator Aerator Aerator
Emergency
Pump 2 Pump 1 Overflow
(Standby 100%)
Discharge
Key
Sewage
Air
Issue: First Illustration 6.4.3a Sewage (Black Water) Treatment Unit

6.4.3 Sewage (Black Water) Treatment Plants An air lift system, supplied with air by the blowers, produces a transfer of the Procedure for Operating the Sewage Treatment Plants
liquid into the sedimentation tank where the sludge, containing the active
Sewage Treatment Plant bacteria, falls to the bottom. The air lift provides a constant flow of liquid to The procedure described assumes that the system is already charged with
the settlement tank. Some of the sludge at the bottom of the settlement tank is active bacteria. This will be the normal situation and a recharge is only
Maker: Aquamar returned to the first aeration tank where the bacteria in the sludge can work on required in exceptional circumstances. If a recharge with active bacteria is
Type: MSP IX the sewage recently supplied to the plant. Surplus sludge flows to the sludge required, the system must be cleaned and then charged with fresh sea water.
No. of Sets: 4 stabilisation tank where further settlement occurs; periodically the contents of The cause of the contamination which has killed the active bacteria must be
the sludge stabilisation tank are pumped to the contact or disinfection tank detected and corrected before the system is recharged. After recharge, the plant
Sewage Unit Pump before being pumped overboard. will achieve stable biological activity after approximately 1 month, depending
upon the continuity of use.
Maker: Herborner The clean liquid at the top of the sedimentation tank flows over a weir into the
Type: 3/K80-2-158-F-WI contact or disinfection tank where it is mixed with chlorine from the All air valves marked 8.xx are pre-adjusted by the manufacturer of the unit and
No. of Sets: 2 per plant chlorinator. Level switches in the contact tank start and stop the effluent should not be changed. This would alter the air distribution to the tanks.
Capacity: 32m3/h 1bar 1,680rpm discharge pumps which empty the contact tank. One of the pumps is set as the
master and will start and empty the contact tank when the level reaches a set Procedure for Operating the Sewage Treatment System
Introduction value. If the level continues to rise, the standby pump starts. Both pumps stop
when the tank level reaches the low level switch. a) Ensure that the valves to all instruments and gauges are open and
The sewage treatment plants provide facilities for the bacterial breakdown of that the instruments and gauges are operating correctly.
the raw sewage into sludge and water which can be discharged overboard, after The effluent pumps discharge their liquid into the black water main from
chlorine treatment to destroy harmful pathogens. where it can be discharged overboard by different methods, either: b) Ensure that the associated vacuum collection unit is ready for
operation.
Via ship’s side connections
There are four sewage treatment plants each supplied with sewage from an
associated vacuum collection unit, although facilities are available to allow for To the bunker stations for discharge ashore c) Check the electrical supply at the units.
cross connection of vacuum collection units and sewage treatment plants.
To the grey water main for discharge to the BW/GW DB tanks
d) Check that the sewage treatment plant is ready for operation in
Each sewage treatment plant consists of a large rectangular tank divided into The overboard discharge is used when the ship is in waters where discharge of accordance with the maker’s instructions.
four separate, but interconnecting, chambers. Raw sewage from the vacuum treated sewage is permitted and is the normal means by which the effluent is
collecting tank is discharged into the first aeration chamber where it is aerated dealt with. e) Ensure that all the test cocks are closed.
by diffusers supplied with air by the electrically driven air blowers. Sludge,
containing activated bacteria, is pumped from the sedimentation chamber so Where the ship is in restricted waters for long periods, the effluent may be f) Set the valves as in the following table:
that the bacterial breakdown of the raw sewage may start as soon as it enters stored in the BW/GW DB tanks and pumped overboard, using the grey water
the first aeration chamber. discharge pumps, when circumstances permit. Position Description No.1 Plant No.2 Plant
Valve Valve
Dilution water is also supplied to the aeration tank from the cooling sea water (Note! It is essential that all local restriction on the discharge of treated sewage Open Sewage treatment
system, the amount of dilution water being controlled by float switches in the effluent are observed.) plant sewage inlet valve 761A1014 761A1010
outlet or contact tank. The dilution water ensures that there is always the
correct level in the treatment plant irrespective of the amount of raw sewage Open No.1 effluent pump
supplied. suction valve 7.6 7.6
Open No.1 effluent pump
From the first aeration chamber the sewage, water and bacterial mix flows to non-return discharge valve 7.8 7.8
the second aeration chamber, where it is further agitated by an air supply. The Open No.1 effluent pump
process of sewage breakdown by bacteria is natural, but it requires an abundant discharge valve 7.7 7.7
supply of oxygen and agitation to ensure adequate mixing of the sewage,
bacteria and oxygen. The plant is designed to allow the raw sewage to stay in Open No.2 effluent pump
the aeration tank for a period of about 12 hours where it is constantly aerated suction valve 7.9 7.9
and agitated. Open No.2 effluent pump
non-return discharge valve 7.11 7.11
discharge valve 7.10 7.10
Issue: First 6.4.3 Sewage (Black Water) Treatment Plants Page 1

Closed Sewage pump bypass valve 7.12 7.12 g) The destination of the effluent discharge is selected and the
Open SW supply valve required valves are opened remotely for overboard discharge or to
to No.s 1 and 2 sewage plants 701A1017 the grey water system. Manual operation of the valves is used for
bunker station discharge. As the effluent is generally pumped
Open SW inlet valve overboard or to the grey water system (BW/GW DB tanks),
to sewage treatment plant 701A1011 701A1010 remote operation of these valves enables the destination to be
conveniently changed, when entering or leaving restricted waters.
Position Description No.3 Plant No.4 Plant
Valve Valve h) At the control cabinet the switch S1 is to be set to the AUTO
Open Sewage treatment position and the switch S2 (Blower choose) can be set to any
plant sewage inlet valve 761A1106 761A1034 position.
i) Start the sewage treatment plant operating on AUTO by turning
suction valve 7.6 7.6
the main switch. The control system will start the blowers for
Open No.3 effluent pump supplying air to the plant and the effluent pumps will operate
non-return discharge valve 7.8 7.8 automatically to pump out the contact tank when the level of the
Open No.3 effluent pump liquid reaches the start switch.
discharge valve 7.7 7.7
j) The dilute water valve will operate automatically to supply
diluting water from the SW system whenever the system needs in
suction valve 7.9 7.9
order to ensure a stay time in the aeration tank of about 12 hours.
non-return discharge valve 7.11 7.11 (Note! The overboard discharge is via an inverted U pipe with the top of the U
Open No.4 effluent pump situated above the water line. This ensures that water cannot flow from the sea
discharge valve 7.10 7.10 into the treatment tank even if the overboard discharge valve fails.)
Closed Sewage pump bypass valve 7.12 7.12 The sludge concentration in aeration tanks 1 and 2 must be tested periodically.
Open SW supply valve to If the settable solids become more than 800ml/litre in any one of the aeration
No.s 3 and 4 sewage plants 701A1114 chambers, the tank has to be emptied. If the ship is operating in areas where
Open SW inlet valve to the discharge of sludge is not allowed, operate switch S5 on the control panel
sewage treatment plant 701A1115 701A1116 to allow the sludge to be discharged to tank 5, until the vessel is in safe waters,
where discharge overboard can then take place.
Closed Bunker station port
(deck 4) discharge valve 761A1020 To discharge the contents of a tank, close valve 7.4 from the final contact tank
Closed Bunker station starboard and open the individual discharge valve from the tank to be emptied, 7.1
(deck 4) discharge valve 761A1021 (aeration tank I), 7.2 (aeration tank II), 7.3 (sedimentation tank), or 7.5 (sludge
stabilisation). Move switch S2 at the control cabinet to the manual position and
Closed Remote operated discharge
the pump will operate to pump out the tank. When the tank is nearly empty,
valve to grey water system 761A1037
turn the pump switch S2 back to the auto position.
Closed Port remote operated
overboard discharge valve 761A1028 (Note! The time settings on the timers K7T through to K16T may be adjusted
Closed Port remote operated in order to ensure the optimum performance of the plant. This should only be
overboard discharge valve 761A1029 carried out if the flow of waste to the unit varies from that anticipated, for an
appreciable period of time.)
(Note! The sewage treatment plant should be filled with water up to the
maximum marks before sewage is admitted) The chlorine concentration in the discharge fluid should be tested periodically
using the test kit supplied. The amount of free chlorine should be
approximately 5 ppm. If the concentration is not at this level, the chlorine
dosing pump should be adjusted.
Issue: First 6.4.3 Sewage (Black Water) Treatment Plants Page 2

6.5 High Pressure Water Washing System Control Procedure for Supplying High Pressure Water to the HP Water Washing
System
High Pressure Pump Unit The system is started by pressing the reset button. Initially only one pump,
starts. If the water pressure drops to 75% of the normal pressure due to high a) Open the main water supply valve to the pump suction tank.
Maker: Karcher volume demand, then the second pump cuts in.
Type: KD 8000C/2 b) Open the cooling water supply valve to the pump motor system
Capacity: 130 l/min 100bar If the water consumption suddenly drops below the capacity of the first pump, and the individual valves to the pump motors. Check that the
then the second pump cuts out after running on for a short interval. Should the pressure reducing valve is operational and that water is flowing to
Introduction flow drop below 400 litres per minute then the first pump cuts out as well, after the suction tank.
a short running down period.
The high pressure water washing system is used for cleaning in the machinery c) Open the discharge valves from each pump assembly.
spaces and deck areas. Water at high pressure (100 bar) is sent to the HP If the water consumption suddenly drops below 400 litres per minute when
washing main which has outlets in the machinery spaces and at working deck both pumps are operating, the second pump cuts out immediately and the first d) Check that the overflow valve is set to direct the pump outputs
areas throughout the ship. Special spray guns can be connected to the outlet pump cuts out after the short running down period. back to the suction tank.
points and high velocity water jet sprays produced for cleaning surfaces. The
HP spray guns can be adjusted to control the flow and the spray to suit the Whilst the system is on standby, loss of pressure due to leakage causes the first e) Open the line output valve (726A1010) to the high pressure main.
cleaning being carried out. Each spray gun has a maximum flow of 15 l/min. pump to start up. This process is allowed to take place six times. If no hand gun
is opened during this period, then the system availability time is terminated. f) Start one pump unit; depending upon the demand for high
High pressure water is provided by the HP pressure pump unit which is self pressure water only one unit may be required.
contained and has an output of 130 l/min. The unit consists of two separate The system is controlled by pressure sensing elements. Both pumps are
electric motor and pump assemblies, each motor driving two piston type controlled in the same way. The pump start order is automatically varied to g) Check with the final users that they are ready to receive high
pumps. Pulsation dampers at the pump outlets dampen out the pressure maintain similar running hours on both pumps. pressure water and that all equipment is safe to operate.
fluctuations from the piston pumps whilst safety valves prevent over pressure
of the system. Each pump assembly outlet pipe is fitted with a relief valve Cooling Circuit h) Turn the overflow valve so that high pressure water is directed
which vents to the pump suction tank. There is also a non-return valve in each into the HP main.
pump assembly outlet line. An overflow valve in the HP pump unit discharge While a pump is running, the equivalent cooling solenoid valve is open. This
line to the pressure main can direct the pump outlets back to the suction tank enables cooling water to flow via the pressure controller to the motor cooling i) If the capacity of one pump unit is insufficient to maintain
and is used to unload the pumps for starting and stopping. coil. The flow of water is adjusted by the pressure controller. After it has pressure the second unit will be required. This should be done off-
passed through the cooling coil, the water is fed to the float tank. load, therefore the anticipated demand should be checked before
The suction tank is fitted with a float valve which allows make-up water into pumping is commenced, so that both pumps may be started with
the tank from the main water system. A small flow of water from the mains is water directed to the suction tank via the overflow valve.
also used to cool the pump electric motors, this water being discharged into the
suction tank. The system HP outlet pipe is provided with a pressure sensor and To Shut Down the HP Water Washing System
a pressure gauge and the suction tank is fitted with a level sensor. Temperature
sensors are provided at the pump motors. a) When the users signal that HP water is no longer required, turn
the overflow valve so that water is directed to the pump suction
The pump unit is electrically fed from ME12/3Q10. tank thus unloading the pumps.
CAUTION! b) Switch off the pumps.

The system operates at very high pressure and at such pressures serious
injury can occur if the water spray guns are not handled correctly. c) Close the cooling water supply valves.
Extreme care must be taken with the spray guns to ensure that water is
not sprayed at personnel and that connectors are tight before valves are d) Shut off the water supply valve to the pump suction tank.
opened. Similar caution must be exercised when monitoring the pump
unit operation. e) Open an outlet valve to a spray gun so that the pressure is released
from the HP main.
Issue: First 6.5 High Pressure Water Washing System Page 1

Illustration 6.5a High Pressure Cleaning System
To Deck 11
1150
Key
To Deck 11 All Valve No.s Prefixed
At 726A Unless Stated
1152 Domestic Fresh Water
Deck 7 1142
To Deck 11 To Upper Decks
1144
1138
1140
To Deck 11
1134
Deck 6 1136 1130

Key
1146
1. Electric Motor, Water Cooled
2. Piston Pump 1132 1126
3. Safety Valve
4. Pulsation Damper
1100
5. Overflow Valve (Unloaded)
1102 1122
6. Pressure Relief Valve 1128
7. Non Return Valve
8. Filter Deck 5 1124
9. Valve With Floater 1120
10. Break Tank
11. Pressure Reduction Valve
Deck 4
12. Solenoid Valve
13. Pressure Gauge
14. Presure Sensor 1112
15. Level Monitoring
T1. Motor Temperature 1110
1114
Deck 3 20
Main
Water 20
Supply
High Pressure Pump Unit

PS 14
130L/min - 100 Bar
13 14
15 PI PS 20
8 9 32 1074
LS
5
10
6 7 1076
1008
11 1004
4 3 3 4 1034 1032
25
12 1
1030
Deck 1 1038
T1 M T1 100X
1007 1026
Break 2 2
7
Tank 6 * High Pressure 1036 1024 20
Overflow 12 Outlet to 1028 32
4 3 3 4 HP Main 1002
1006 * High Pressure
1
1023 Inlet to
Motor
T1 M T1 1020 HP Main From HP Pumps Deck 2
Cooling 20
Circuit 2 2 1001
1005
Issue: First Illustration 6.5a High Pressure Water Washing System

Illustration 6.5b High Pressure Cleaning System
Deck 14
1276
1256
Deck 13
1258
1252
1248 1272
1254
1274
1228 1266 1262
1250
Deck 12
1230 1264 1240
1242
1303
1234
1260
1236 1233
1210
Deck 11
1224
1220
1212 1226
1223
1304 Deck 10
1190 1302
1192
Deck 9 1301
1180 Key
1184 Sea Water

1186
1182 All Valve No.s Prefixed
1187 At 726A Unless Stated To Upper Decks
Pulsation Damper
Deck 8
Issue: First Illustration 6.5b High Pressure Water Washing System

Illustration 6.6.1a Oily Bilge System Sludge System
Compartment 15 Compartment 11
Shell Remote
From Steering Gear Room 2112 Stop Piston
40 50
Overboard Discharge 125 Oily Pump
Positioned After Sea Water Inlet 40
For Fresh Water Evaporators From Boiler Cleaning System And Drain From Top Of Funnel
ESD
PI
TI 65
2079 From Nozzle Cooling Water System
100
M
HSO 100
TAL TAH
2080
Hot Non PAL
50
QIAH
2116
Potable TI
PAL PI 2063
TI Water
Pre-Heater
Oil
2064
2115 TI
2067
To Oily Control
Oily Bilge 2065 Oil
Operating TI Bilge Panel
Deep TK 15 S Monitor
Water
Stern (23.93 m3) Steam. 32
LAHH LSH LSL
Thruster Deck 2 Out
Interior Interior 2060 Conn.
Drainage Drainage Gravity
Tank 40
From From 2117
Sludge TK On Deck 2
Emerg. Gen. Emerg. Gen.
1 Deck 5 2 Deck 5 Deck 5 PI
PI 2059 2076 Coalescer
PI To Sludge Settling TK
Oily
PDAH Feed 2058 Bilge
Pump 40 TI Seperator
40 40 PI
Oily Bilge
Separator 40 To 2068
PI 1 bar
Sludge Oil
Water Inlet Unit LAH
Pump Waste Oil
Collecting Oil
TK 15 S
65 2055 2111
50 50 50 40 40
40
ESD
65 100 To Leakage Oil Tank 40 Remote
2057
65 65 Stop
PI Piston
2056 65
Oily
50 50
Pump
Piston Oily 2083 Fire Main
Bilge Pumps 1&2 2082 Connection
(20 m3/h) From FW Cool. System Oily Bilge Pump
Vent Pipe Well Port (2.0 m3/h)
2084 Heeling TK 14 Well Well Stabiliser Well Heeling TK 8 25 Overboard
2085 (P) C/D Plant
Hand To Oily Bilge (P) Discharge
Void Space DB Well 2100
Pump Deep TK
TK 17 Well
65 C/D 12 2027 2004 20
Comp. 15 DB DG 3 Circ. 65 65 Sep. Drain Local 50
2105 2035 2113 TK 10 (P) 2009 Start/
2104 13 DB 12 (P)
65
25 2086 65 HFO DB Stop

BW/GW HFO Day PW TK 7
Steering To TK 17 TK 10 (P) 65 8 (P) Outer (P)
2087 2043 2039
Gear Forward (S) 2044 2028 2024 2020 2016 65 BW/GW
Bilge Well 2088 HFO Settl.
Deck 4 2040 DG 1 Circ. Seawater
PW TK 7
DB 5 (P) BW/GW 50 50 50 50
+ PI 65 65 65 DB 11 (P) TK 10 (P) Hand Cross Over DB 4 (P)
PI
100
Inner (P)
2041 Pump
From Mn LAH 25 65 2103
25
2049 2114 Bilge Sys. 20
2062 65 65 65 65 65 2002
25 2045 2074 2042 Lift
C/D Trunk
Stern Thruster Room PW TK 7
DG 2 Circ. C/D HFO Settl. Hand DB LAH BW/GW PW TK 3-2
2050 2046 2047 65 65 65 Inner (S) (S)
BW/GW 65 DB 11 (S) DB TK 10 (S) Pump 8 DB 4 (S)
Steering 2033 2029 25 BW/GW
Gear TK 17 2021 10 DB 5 (S)
HFO Day 65 65 PW TK 7
Deck 4 (S) HFO DB
65 2025 2017 TK 10 (S) Outer (S) Key
2109 8 (S)
2036 C/D DG 4 Circ.
2108 25 Well DB DB 12 (S)
Sep. Drain Bilges
65 65 TK 10 (S) 2010 2008 2005
Void Space 13 C/D
Hand Pump TK 17 DB Well Air
Vent Pipe 12 STBD Heeling TK 8
Heeling TK 14 Well Well Stabiliser Well (S)
(S) Plant Condensate
Well
prefixed by 703A unless stated otherwise. Saturated Steam
From Boilers washing Water & Exhaust Gas Pipe Drain System
Issue: First Illustration 6.6.1a Oily Bilge System

6.6 Bilge and Ballast Systems DB14 may be pumped out via the coalescer unit which has its own pump. f) Open the bilge well suction valves, as shown in the following
table; these valves are opened to pump a well and then closed
6.6.1 Oily Bilge System Overboard discharge water must not exceed an oil content of 15 ppm. when the well is dry. These valves are remotely operated and can
Discharges from both the coalescer and the centrifugal separation plant are be open and closed from the IMACs system.
Piston Type Oily Bilge Pump monitored constantly for oil levels. Should the oil content exceed the 15 ppm
level, a three-way valve operates to return flow to the coalescer unit. If the oil Description Valve
Maker: Iron content of discharge water from the centrifugal separator exceeds 15 ppm, a
Stern thruster room bilge well suction valve 703A2062
Type: BDV-35 three-way valve directs the flow back to the oily bilge deep tank and an alarm
No of Sets: 2 is triggered. The overboard discharge from the coalescer and centrifugal Compartment 15P bilge well suction valve 703A2049
Capacity: 20m3/h 3bar separation plant is located aft of the inlet for the fresh water evaporators.
Compartment 15S bilge well suction valve 703A2050
Forward Oily Bilge Pump (Note! Prior to the discharge of any bilge water overboard via the oily water Compartment 14P bilge well suction valve 703A2035
separator systems, the bridge must be informed and permission obtained to
Maker: Iron make such a discharge. Details of the discharge must be recorded in the engine
Type: TNU-20-LL-C room log book.) Compartment 13P bilge well suction valve 703A2032
No of Sets: 1
Procedure for Pumping the Oily Bilge Wells to the Oily Bilge Deep Tank Compartment 13S bilge well suction valve 703A2033
15S Compartment 12P aft bilge well suction valve 703A2028
Introduction
a) Ensure that all the strainers are clear. Compartment 12S aft bilge well suction valve 703A2029
The oily bilge system is part of the main bilge system but is intended to handle Compartment 12P forward bilge well suction valve 703A2024
small quantities of bilge water contaminated with oil. Oily water accumulates b) Ensure that all pressure gauge and instrumentation valves/cocks
are open and that the instruments are reading correctly. Compartment 12S forward bilge well suction valve 703A2025
in the oily bilge wells located in the machinery spaces. Contaminated water
from these wells is pumped, by means of the piston oily bilge pumps, to the Compartment 11P aft bilge well suction valve 703A2020
oily bilge deep tank 15S. Oily water, which accumulates in the forward thruster c) Ensure that there is sufficient capacity in the oily bilge deep tank
15S to accommodate the quantity of oily bilge water being Compartment 11S aft bilge well suction valve 703A2021
room bilges, can be pumped to the oily bilge wells, in compartment 8, by
means of the forward oily bilge pump. Steering gear bilges are pumped to the pumped. Compartment 11P forward bilge well suction valve 703A2016
oily bilge deep tank by means of hand pumps. Each bilge well is provided with
d) Set the piston oily bilge pump suction and discharge valve as in Compartment 11S forward bilge well suction valve 703A2017
a suction valve and a mud box strainer.
the following table: Compartment 10P bilge well suction valve 703A2007
Discharge from the piston oily bilge pumps may also be directed to discharge
Position Description Valve Compartment 10S bilge well suction valve 703A2008
connections at the port and starboard bunker stations on deck 4. This enables
the contents of the oily bilge wells to be discharged ashore, should the ship be Open No.1 piston oily bilge pump suction valve 703A2086 Compartment 10C bilge well suction valve 703A2009
alongside for a prolonged period. There are remote stops for the oily bilge
Open No.1 piston oily bilge pump non-return Compartment 9P bilge well suction valve 703A2004
pumps at the port and starboard bunker stations
discharge valve 703A2084
The oily bilge deep tank is fitted with steam heating coils. These coils allow Open No.1 piston oily bilge pump discharge valve 703A2083
the contents of the tank to be heated, in order to increase the rate at which the Compartment 8 bilge well suction valve 703A2002
Open No.2 piston oily bilge pump suction valve 703A2087
separation of the oil and water takes place. The tank has two compartments and g) Start the selected piston oily bilge pump from the control room
Open No.2 piston oily bilge pump non-return
the discharge from the oily bilge wells, steering gear rooms, boiler cleaning and pump the bilge wells to the oily bilge deep tank 15S,
discharge valve 703A2085
system and nozzle cooling water system are directed to the first compartment. monitoring the level in the deep tank, to ensure that it is not
Gravitational settling takes place in this compartment and the oil is drained to Open No.2 piston oily bilge pump discharge valve 703A2082
overfilled.
the waste oil collection tank 15S. Water passes to the second compartment of Open Piston oily bilge pump remote operated
the oily bilge deep tank via a siphon tube with its entry point located 250 mm discharge valve to oily bilge deep tank 703A2057 In addition to pumping the oily bilge wells, the piston oily bilge pumps may
from the bottom of the first compartment. Oil which separates out in the also be used for pumping out the separator drain tanks and bilge water double
second compartment is directed to the waste oil collection tank via a self- Closed Piston oily bilge pump discharge valve
to bunker station 703A2056 bottoms 14P and 14S.
closing valve. Water in the oily bilge deep tank is discharged overboard via the
coalescer oily bilge separator or the Westfalia centrifugal separator plant. The The valves must be set manually for this, as follows:
oily bilge deep tank may also be drained to bilge water DB14. Bilge water e) Set up the piston oily bilge pumps, so that one is the operational
pump and the other is the standby pump.
Issue: First 6.6.1 Oily Bilge System Page 1

Illustration 6.6.1a Oily Bilge System Sludge System
Compartment 15 Compartment 11
Shell Remote
From Steering Gear Room 2112 Stop Piston
40 50
Overboard Discharge 125 Only Pump
Positioned After Sea Water Inlet 40
For Fresh Water Evaporators From Boiler Cleaning System And Drain From Top Of Funnel
ESD
PI
TI 65
2079 From Nozzle Cooling Water System
100
M
HSO 100
TAL TAH
2080
Hot Non PAL
50
QIAH
2116
Potable TI
PAL PI 2063
TI Water
Pre-Heater
Oil
2064
2115 TI
2067
To Oily Control
Oily Bilge 2065 Oil
Operating TI Bilge Panel
Deep TK 15 S Monitor
Water
Stern (23.93 m3) Steam. 32
LAHH LSH LSL
Thruster Deck 2 Out
Interior Interior 2060 Conn.
Drainage Drainage Gravity
Tank 40
From From 2117
Sludge TK On Deck 2
Emerg. Gen. Emerg. Gen.
1 Deck 5 2 Deck 5 Deck 5 PI
PI 2059 2076 Coalescer
PI To Sludge Settling TK
Oily
PDAH Feed 2058 Bilge
Pump 40 TI Seperator
40 40 PI
Oily Bilge
Separator 40 To 2068
PI 1 bar
Sludge Oil
Water Inlet Unit LAH
Pump Waste Oil
Collecting Oil
TK 15 S
65 2055 2111
50 50 50 40 40
40
ESD
65 100 To Leakage Oil Tank 40 Remote
2057
65 65 Stop
PI Piston
2056 65
Only
50 50
Pump
Piston Oily 2083 Fire Main
Bilge Pumps 1&2 2082 Connection
(20 m3/h) From FW Cool. System Oily Bilge Pump
Vent Pipe Well Port (2.0 m3/h)
2084 Heeling TK 14 Well Well Stabiliser Well Heeling TK 8 25 Overboard
2085 (P) C/D Plant
Hand To Oily Bilge (P) Discharge
Void Space DB Well 2100
Pump Deep TK
TK 17 Well
65 C/D 12 2027 2004 20
Comp. 15 DB DG 3 Circ. 65 65 Sep. Drain Local 50
2105 2035 2113 TK 10 (P) 2009 Start/
2104 13 DB 12 (P)
65
25 2086 65 HFO DB Stop

BW/GW HFO Day PW TK 7
Steering To TK 17 TK 10 (P) 65 8 (P) Outer (P)
2087 2043 2039
Gear Forward (S) 2044 2028 2024 2020 2016 65 BW/GW
Bilge Well 2088 HFO Settl.
Deck 4 2040 DG 1 Circ. Seawater
PW TK 7
DB 5 (P) BW/GW 50 50 50 50
+ PI 65 65 65 DB 11 (P) TK 10 (P) Hand Cross Over DB 4 (P)
PI
100
Inner (P)
2041 Pump
From Mn LAH 25 65 2103
25
2049 2114 Bilge Sys. 20
2062 65 65 65 65 65 2002
25 2045 2074 2042 Lift
C/D Trunk
Stern Thruster Room PW TK 7
DG 2 Circ. C/D HFO Settl. Hand DB LAH BW/GW PW TK 3-2
2050 2046 2047 65 65 65 Inner (S) (S)
BW/GW 65 DB 11 (S) DB TK 10 (S) Pump 8 DB 4 (S)
Steering 2033 2029 25 BW/GW
Gear TK 17 2021 10 DB 5 (S)
HFO Day 65 65 PW TK 7
Deck 4 (S) HFO DB
65 2025 2017 TK 10 (S) Outer (S) Key
2109 8 (S)
2036 C/D DG 4 Circ.
2108 25 Well DB DB 12 (S)
Sep. Drain Bilges
65 65 TK 10 (S) 2010 2008 2005
Void Space 13 C/D
Hand Pump TK 17 DB Well Air
Vent Pipe 12 STBD Heeling TK 8
Heeling TK 14 Well Well Stabiliser Well (S)
(S) Plant Condensate
Well
prefixed by 703A unless stated otherwise. Saturated Steam
From Boilers washing Water & Exhaust Gas Pipe Drain System
Issue: First Illustration 6.6.1a Oily Bilge System

Description Valve Procedure for Pumping Oily Bilge Water Overboard via the Bunker Procedure for Draining Oil from the Oily Bilge Deep Tank 15S
Station Connections
Separator drain tank 10P suction valve 703A2009
The tank is provided with a high level alarm. Tank filling must cease when this
Separator drain tank 10S suction valve 703A2009 a) Ensure that the shore station or barge is able to receive the oily alarm is triggered.
bilge water.
Bilge water DB 14 P suction valve 703A2041
a) Supply steam heating to the forward and after compartments of
Bilge water DB 14 P suction valve 703A2042 b) Establish a communication system with the shore station or barge the deep tank. Ensure that the condensate drain valves
and agree the amount of oily bilge water to be transferred. 732A1161/2 are open. Ensure that the temperature does not
Procedure for Pumping the Forward Thruster Oily Bilge Wells to Oily exceed 70ºC.
Bilge Well No.8 c) Connect the discharge pipe to the port or starboard bunker station
connection as appropriate and check that the piston oily bilge b) Allow the contents of the oily bilge deep tank 15S to settle for as
a) Open the thruster oily bilge pump suction valve 703A2099 and pump remote stop button operates. long as possible.
discharge valve 703A2100. d) Set the piston oily bilge pump suction and discharge valve as in
the following table: c) Open the filling valve 703A2076 on the waste oil collection tank
b) Open the discharge valve to the bilge well 703A2103.
15S.
c) Open the individual thruster oil bilge well suction valves
Open No.1 piston oily bilge pump suction valve 703A2086 d) Open the spring loaded self-closing test valves 703A2063 (high)
703A1009/1234/1235/1236.
and 703A2065 (low) on the forward compartment, in order to
Open No.1 piston oily bilge pump non-return determine that there is oil present at the correct level in the tank.
d) Start the thruster oily bilge pump and pump out the thruster oily discharge valve 703A2084 The flow of oil or water may be detected by observing the
bilge wells. This pump has a local start and stop.
Open No.1 piston oily bilge pump discharge valve 703A2083 discharge from the valve pipe into the collecting funnel.
Procedure for Pumping the Steering Gear Compartment Oily Bilge Open No.2 piston oily bilge pump suction valve 703A2087
e) Open the oil drain valve 703A2064 and drain oil from the forward
Wells to the Oily Bilge Deep Tank 15S Open No.2 piston oily bilge pump non-return compartment of the oily bilge deep tank 15S, to the waste oil
discharge valve 703A2085 collection tank 15S.
a) Open the port steering gear compartment oily bilge well suction
valves 703A2104/5 and the starboard steering gear compartment Open No.2 piston oily bilge pump discharge valve 703A2082
oily bilge well suction valves 703A2108/9. f) Open the oil drain valve 703A2061 on the after compartment and
Closed Piston oily bilge pump remote operated
drain oil from the oily bilge deep tank aft compartment to the
discharge valve to the oily bilge deep tank 703A2057
b) Open the port steering gear oily bilge well hand pump discharge waste oil collection tank.
Open Piston oily bilge pump discharge valve
valve to the oily bilge deep tank 15S 703A2070.
to the bunker station 703A2056 g) Discharge from the valve pipes into the collecting funnel should
c) Pump out the port steering gear bilge well. be monitored visually when items e) and f) are performed. The
e) Set one of the piston oily bilge pumps as the operational pump valves should be closed if water commences to flow.
and the other as the standby.
d) Open the starboard steering gear oily bilge well hand pump
discharge valve to the oily bilge deep tank 15S 703A2071. h) When all oil ceases to flow from the valves in items e) and f), the
f) From the ECR set the bilge well suction valves as above in order valves are closed. The oily bilge deep tank may be refilled from
to pump out the particular bilge wells. the oily bilge wells or water may be pumped from the tank via the
e) Pump out the starboard steering gear bilge well.
coalescer or the oily water separator.
g) Position a responsible person at the bunker station, with an
effective means of communication with the ECR and the shore
station or barge.
h) Start the piston oily bilge pump and pump the bilge wells ashore
or to the barge. The person at the bunker station should observe
the pipe connection for leaks and be prepared to stop the pump if
required.
i) When the bilge wells are empty, stop the pump and disconnect the
discharge pipe, taking care to avoid spilling any oily water in the
pipe.
Issue: First 6.6.1 Oily Bilge System Page 2

Illustration 6.6.2a Oily Water Separator
Sensor Safety
Electrode Valve Pneumatic
Three way
Backwashing Valve
Discharge
Valve
Compressed
Air Supply Overboard
6-8 bar Stop Valve
Backwashing
Oil Water Supply
Discharge
Valve
Three
Control -way
Box Cock
Sample
Discharge
Funnel
Pressure
Reducing
15 ppm Alarm valve
Monitor
Basket
Strainer
Non
Return
valve
To
Sludge
Tank
Suction To Bilge Backwashing

Valve Water
Supply Valve
Non-Return Foot Valve
Valve With Strainer
Issue: First Illustration 6.6.2a Oily Water Separator

6.6.2 Bilge Water Separator The oily water separator operates automatically and requires an electrical If the oil content does not fall below 15ppm within a set time, an alarm will be
power supply for the pump, heater and controls, an air supply for the three-way triggered.
Coalescer Oily Bilge Separator valve and a fresh water supply for the backwash system.
The oily water separation plant operates automatically and may be started and
Maker: RWO Water Technology Operation of the Oily Water Separation Plant stopped from the control room.
Type: SKIT S100 gravity separator with coalescer
No. of Sets: 1 The centrifugal oily water separation plant consists of the following Procedure for Pumping Water Overboard from the Oily Water Deep
Capacity: 10m3/h equipment: Tank 15S via the Coalescer
Serial No. 5297
Centrifugal separator
a) Inform the bridge of the intention to pump the oily bilges via the
Oily Water Separation Plant Feed pump oily water separator plant. Obtain permission to do so.
Automatic filter
Maker: Westfalia Separator b) Ensure that there is electrical power at the coalescer unit, together
Type: Centri-pack Steam preheater with an air supply and a fresh water supply.
No. of Sets: 1
Temperature control unit
Capacity: 50-100 l/m c) Check the operation of the control panel and the oil in water
Separator control unit monitoring system by pressing the TEST button for 3 seconds.
Introduction
Oil in water monitor d) Check that the coalescer oily bilge separator is full of water.
There are two bilge water separation systems. Both can draw oily water from Sludge pump
the oily bilge deep tank 15S and then pump the cleaned water overboard. Both e) Set the valves as in the following table:
can also be used for pumping out the bilge water DB tanks 14P and 14S. The All items are mounted on one module, together with the associated pipework,
centrifugal separation plant may also be used for pumping out the oily bilge valves and cabling. The feed pump takes suction from the bottom of the oily Position Description Valve
wells directly. bilge deep tank 15S, or from bilge water DB tanks 14P and 14S. The feed
Open Oil discharge non-return valve to waste oil
pump, which is protected against large particles by a coarse suction filter,
collecting tank 15S 703A2111
Operation of the Coalescer Oily Bilge Separator delivers the oily water to the motor driven metal edge filter, which protects the
heater and separator disc stack from larger particles which might cause fouling Open Recirculation non-return valve back to oily
This unit has its own pump which is located at the outlet from the coalescer, or clogging. The filter is monitored by a differential pressure switch and if the bilge deep tank 15S 703A2041
thus oily water is drawn into the unit rather than pumped in. This arrangement filter is clogged, the switch is triggered and starts the motor for 10 seconds in Open Backflush non-return valve to oily bilge
avoids unnecessary mixing of the oil and water due to the turbulence set up in order to scrape solids from the strainer. The solids then collect at the bottom of deep tank 15S 703A2116
the pump, so easing the burden on the coalescer. The unit works through the filter housing. After a set number of cleanings, an alarm is triggered and
Open Oily bilge deep tank suction valve 703A2060
gravity with coarse separation taking place in the first stage due to the the solids must be drained from the bottom of the filter housing.
difference in densities of the oil and water. The separated oil flows to the top Open Oily bilge deep tank remotely operated
of the unit and the remaining oily water then passes to the coalescer stage Oily water passing through the heater has its temperature raised in order to suction valve 703A2117
where it flows through a porous element which attracts the oil droplets. The promote separation. Operation of the separator is monitored and controlled Open Coalescer overboard discharge non-return valve 703A2115
droplets of oil on the coalescer surface become larger and flow to the top of the automatically via the control panel. The separator has water and oil outlets.
The oil flowing to the waste oil collection tank 15S and the water flowing Open Bilge overboard discharge non-return valve 703A2080
unit where they combine with the oil from the coarse separation. A heater in
this upper region supports the separation process and promotes the pumping of overboard via an oil in water monitor and three-way valve. If the monitor Open Bilge overboard discharge valve 703A2079
the oil. A sensor measures the level of the oil collected and as soon as a preset senses an oil content in excess of 15ppm, the pneumatically activated three-
level is reached, the automatic level control opens the oil discharge valve and way valve directs the water discharge back to the oily bilge deep tank 15S. f) Switch the coalescer oily bilge separator main switch on to start
the backwash water inlet valve. The incoming backwash water flushes the oil the plant. The plant will go through the backflush cycle in order
to the waste oil collection tank 15S. The backwash process cleans the coalescer Separator bowl cleaning is carried out when the oil content monitor senses a to ensure that the unit is full.
unit and maintains it in optimum condition. During the backwash process the discharge oil content in excess of 15ppm. During the cleaning process, the
pump and heater are switched off. separator inlet three-way valve recirculates the oily water back to the oily bilge g) When the GREEN WATER DISCHARGE light illuminates
deep tank. Sludge from the bowl is discharged into a sludge tank located below green, this indicates that the unit is full. The pump will now
The water outlet from the oily water separator is continuously monitored for the separator. This small sludge tank may be pumped to the sludge settling tank operate and take suction from the oily bilge water deep tank.
oil content and a warning is given if the oil content exceeds 15 ppm. When the 15S when required. After ejection, the separator is returned to operation with
alarm is triggered, a pneumatic three-way valve is activated and the outlet from discharge directed back to the oily bilge deep tank, until the oil in water h) The heater may now be operated by pressing the HEATER switch.
the oily water separator is directed back to the oily bilge deep tank. monitor senses that the oil content of the water has fallen below 15ppm.
Issue: First 6.6.2 Bilge Water Separator Page 1

Illustration 6.6.2a Oily Water Separator
Sensor Safety
Electrode Valve Pneumatic
Three way
Backwashing Valve
Discharge
Valve
Compressed
Air Supply Overboard
6-8 bar Stop Valve
Backwashing
Oil Water Supply
Discharge
Valve
Three
Control -way
Box Cock
Sample
Discharge
Funnel
Pressure
Reducing
15 ppm Alarm valve
Monitor
Basket
Strainer
Non
Return
valve
To
Sludge
Tank
Suction To Bilge Backwashing

Valve Water
Supply Valve
Non-Return Foot Valve
Valve With Strainer
Issue: First Illustration 6.6.2a Oily Water Separator

i) The coalescer oily bilge separator will function automatically and Open Bilge overboard discharge non-return valve 703A2080 Procedure for Pumping Water Overboard from the Bilge Water DB
will backflush when required. The oil content of the discharge Open Bilge overboard discharge valve 703A2079 Tanks 14P and 14S via the Oily Water Separation Plant
water will be monitored. If the level exceeds 15ppm, the unit will
automatically backflush and go into recirculation mode, whilst the g) Check the oil level in the separator gearbox and replenish if a) The plant is operated in the same way as described previously,
oil content is checked after back flushing. necessary; ensure that the separator drum brake is off. except that the suction valves from the oily bilge deep tank 15S
are closed.
Procedure for Pumping Water Overboard from the Bilge Water DB h) At the separator system control panel, push the black
Tanks 14 Port and Starboard via the Coalescer SEPARATOR button and move the FC FEED PUMP switch to b) Open the following valves, from bilge water DB tanks 14P and
the MAN position. 14S.
a) The procedure is identical to that for pumping out the oily bilge
water deep tank 15S, except that the oily deep tank suction valve, i) Start the feed pump by pressing the FEED PUMP button. Adjust Description Valve
703A2060, and the oily bilge deep tank remotely operated suction the feed pump speed to approximately 30 Hz using the PLUS and Oil bilge water DB 14P remote suction valve 703A2039
valve, 703A2117, are closed. MINUS buttons.
Oil bilge water DB 14S remote suction valve 703A2040
b) Open the following remote bilge water DB tank 14P and 14S j) Open the steam supply and condensate valves at the heater.
valves from the ECR: Procedure for Pumping Water Overboard from Oily Bilge Wells via the
k) Move the CIRCULATION OPERATION switch to position ‘1’. Oily Water Separation Plant
Description Valve
l) The separator will run up to speed and the temperature will rise a) The plant is operated in the same way as for pumping out the oily
Bilge water DB 14P remote line suction valve 703A2113 steadily. When the centrifuge is operating at the correct speed and bilge deep tank, except that the deep tank suction valves are
the temperature is about 80ºC, start the separation process by closed.
Bilge water DB 14S remote line suction valve 703A2114
pressing the black SEPARATION button.
c) Operate the coalescer plant as above, until the DB tanks are b) Open the oily bilge main suction valve 703A2088.
empty. m) Check that the discharge pressure is between 3 and 4 bar; adjust
if necessary. c) Open the individual bilge well remotely operated suction valves,
Procedure for Pumping Water Overboard from the Oily Water Deep as described in the Procedure for Pumping the Oily Bilge Wells to
Tank 15S via the Oily Water Separation Plant n) Check the operation of the oil in water monitor by opening the the Oily Bilge Deep Tank 15S (section 6.6.1).
clean water supply to the monitor; the display should read 00
a) Inform the bridge of the intention to pump the oily bilges via the ppm. Open the sample valve to the monitor and close the clean
oily water separator plant. Obtain permission to do so. water valve.
b) Ensure that there is electrical power at the oily water separation o) Move the selector switch CIRCULATION OPERATION to the
plant together with an air supply and a fresh water supply. ‘0’ position. Note that the separator discharge will only change
from recirculation to overboard discharge when the oil monitor
c) Ensure that all instruments are reading and that the pneumatically reads 15 ppm or less.
operated three-way valves are functioning.
p) Move the FC FEED PUMP key switch to the AUTO position.
d) Check the level of sludge in the separator sludge tank and pump
the sludge to the sludge settling tank 15S if necessary. q) The separator plant will now operate automatically to discharge
cleaned water overboard and oil to the waste oil collecting tank.
e) Check that all the separator unit valves are open. The separator bowl will be flushed automatically when the
discharge water oil content exceeds 15 ppm.
f) Set the external valves as in the following table:
r) To shut down the separation plant, the red SEPARATION button
Position Description Valve must be pressed and the steam and condensate valves closed. The
FC FEED PUMP switch is moved to the MAN position and the
Open Remotely operated suction valve from
red FEED PUMP button pressed, to stop the feed pump. All
oily bilge deep tank 15S 703A2055
system valves must be closed and the oil monitor flushed through
Open Oily bilge deep tank 15S suction valve 703A2060 with fresh water before switching off. Valves in the bilge lines
must be closed.
Issue: First 6.6.2 Bilge Water Separator Page 2

Illustration 6.6.3a Main Bilge System
Chain
Locker
Bilge & Ballast Bilge & Ballast Bilge & Ballast Fire Main Chain
Chain
Emergency Pump Pump Pump Connection Locker
Locker
Bilge Pump No.3 No.2 No.1
LAH
225m3/h 225m3/h 225m3/h LAH 225m3/h
LAH LAH LAH
LAH LAH
200
Void Space Heeling Stabiliser Heeling
TK 19 Void Space Void TK 14 Plant TK 8
LAH Stern TK 17 1237 (P) 250 (P)
Space 1125
Thruster TK 16 1121 1094 50 1011
Room 1108 1064 LAH 1013
LAH 80 1278
LAH 200 200 1072 LAH
LAH 1082
1184 1091
1149 1263
50 1052 PW 1012
200
1118 HFO Connection 1006
BW/GW 1208 +PI 1139
IT
BW/GW 80 Service TK 7 To Oily 50
100
TK 18 TK 17 1274 1099 1041 80 1279
LAH 1177 PI
Bilge 1154 80 1277 1273 TK 10 (P) 80
Outer (P) LAH LAH Bilge 1192
(P) (P) 1280 Water DBs HFO 1028
200
1033 System
200
Steering +PI
200
IT
PI From HFO DB 8 PW TK 7
200
PI
Gear
200
LAH LAH
PI DB14P PI Bilge/ 80 (P) Inner (P) 1032 80
1215 1199 PI 1017 Settl. C/D 1023
100
1164 S S 100 Void LAH

1190 1174 Ballast +PI 1241 LAH LAH LAH LAH
200
TK 10 (P) 1051
IT
To Oily 50 S 1169 S 100 DB 1018 Space
LAH +PI System
IT
Bilge Hand 1157 1158 200 9 100 TK 3
50 1204 80 1217 1293 1234 1235
Pump 1205 DB14S PI 200 50 1027
1294 C/D DB 1068 1236
50 1113
200
200
PI 10 80 80 PW 1009
1216 1161 1160 1104 HFO 100 1040
50 1189 1144 80 TK
100
200 1019
Settl. HFO PW TK 7 1034
1024
3&2 50
1200 1105 1086
LAH 1268 1159 1137 1112 1100
TK 10 (S) 50 DB 8 Inner (S) (S)
1303 1029 1014
80 100 (S)
1170 1165 1129 HFO 80 PW
BW/GW LAH 50 S 1042 TK 7
LAH LAH LAH
BW/GW TK 17 1178 80 Service 1264
1209 80 1122 TK 10 (S) Outer
TK 18 (S) (S) 1053
200
50 C.D. DB 1155 (S)
Steering 15 (S) 1150 1127 S 1083 1065
Gear LAH
1109 50
Stern 1096 LAH
200
LAH 1073 1005
Thruster Void 1300
LAH 1323
Void Space Space Heeling Heeling
Room TK 17 TK 16 TK 14 Stabilizer
Void Space TK 8
(S) Plant (S)
TK 19 LAH LAH
LAH LAH
LAH LAH
Sea Cooling LAH
Sea Cooling Fire Main
Water Pump Water Pump Connection
To Oily
For M.E. For M.E.
Bilge Arrangement Of Discharge Pipes
System
Deck 4 11500 Shell
Deck 3 8800
1300
Plastic
Coated
4800
Key
Deck 2 6100
Bilges 7500
From
Well BL

otherwise.
Issue: First Illustration 6.6.3a Main Bilge System

6.6.3 Main Bilge System The forward part of the ship, comprising the bow thruster room, the well on (Note! As these pumps are expected to be ready for bilge and ballast duties at
deck 4 and the chain locker have their own bilge pumping system. The bow all times, the priming system should be kept operational.)
Bilge and Ballast Pump thruster room oily bilge may be pumped out via the oily bilge system, as
described in section 6.6.1, but the removal of clean bilge water from these e) Set the remotely operated bilge well valves as in the following
Maker: Pompe Garbarino spaces is accomplished by means of ejectors powered by water from the fire table, in order to pump out the particular bilge wells.
Type: MU 125/250LP main.
No. of Sets: 3 (Note! The table lists all bilge well valves, but these valves will not all be open
Capacity: 225m3/h 2bar (Note! Prior to pumping bilges overboard, permission must be obtained from together. Particular sets of valves may be opened and closed remotely whilst
the bridge and details of the discharge should be recorded in the engine room the pump(s) operate, in order to pump the bilge wells.)
Emergency Bilge Pump log book.)
Forward Section of Bilge Main
Maker: Pompe Garbarino Procedure for Pumping out the Bilge Wells using the Bilge and Ballast
Type: MU 125/250LP Pumps and Discharging Clean Bilge Water Overboard Description Valve
No. of Sets: 1 Bilge main forward section isolating valve 703A1068
Capacity: 225m3/h 2bar a) Inform the bridge of the intention to pump clean bilge water
overboard. Obtain permission to do so. Port Starboard Centre
Introduction Description Valve Valve Valve
b) Check all instrumentation in the bilge system and ensure that it is
The main bilge system complies with SOLAS regulations for the pumping of working correctly. Compartment No.4
liquids from spaces where they may collect. The system comprises a suction bilge well suction valve 703A1023 703A1024
main which runs the length of the hull and to which suction branches are c) Select the bilge and ballast pump(s) to be used for the bilge Compartment No.5
connected. These branches give access to bilge wells in all the compartments. pumping operation and set the valves as in the following table: bilge well suction valve 703A1028 703A1029 703A1027
Each bilge well suction pipe is provided with a mud box strainer and a Compartment No.6
hydraulically actuated valve which can be activated from the ECR. (Note! These pumps are also used for ballast operations and it is essential that
bilge well suction valve 703A1033 703A1034 703A1032
the valves be correctly set for pumping bilges.)
Compartments may have two or more bilge wells, depending upon their Compartment No.7
location. The bilge wells are provided with high level alarms. Pump 1 Pump 2 Pump 3 bilge well suction valve 703A1041 703A1042 703A1241
Position Description Valve Valve Valve Compartment No.8
Three bilge and ballast pumps take suction from the bilge main. These pumps Open Non-return bilge well suction valve 703A1052 703A1053
are electrically driven from the main supply. There is an emergency bilge pump discharge valve 703A1273 703A1274 703A1277 Compartment No.9
which is supplied with power from the emergency switchboard system. Pumps
Open Remote operated bilge well suction valve 703A1064 703A1065
are self-primed by means of a priming unit associated with the pump. All
valves on the priming unit must be open before the pump is started, the unit discharge valve 703A1091 703A1118 703A1139
Cofferdam DB Tank Bilge Valves
must also be supplied with water from the non-potable water system. Open Remote bilge
main suction valve 703A1086 703A1113 703A1144
Description Valve
All bilge pumps have direct overboard discharge connections. The overboard
discharge pipes have an inverted U form, with the top above the vessel’s load Emergency Bilge Pump Valves Void space tank 3 port 703A1018
waterline. This prevents the backflow of sea water into the pump pipework. Position Description Valve Void space tank 3 port 703A1019
Two of the main generator cooling sea water pumps, DG 1 and 2 CSW pump Open Non-return discharge valve 703A1280 Cofferdam DB No.7 suction valve 703A1040
No.1 and DG 3 and 4 CSW pump No.1, are provided with direct bilge suctions Open Remote operated discharge valve 703A1184 Cofferdam DB No.8 suction valve 703A1051
for emergency pumping out of the main engine compartments.
Open Remote operated overboard discharge valve 703A1237 Cofferdam DB No.9 suction valve 703A1058
Bilge pumping operations are carried out from the ECR. The pumps and
Open Remote bilge main suction valve 703A1189
valves can all be started and stopped remotely from the IMACs system.
d) Check that the priming system for each pump is operational.
The bilge main also has connections to cofferdams throughout the ship and Check that all valves are open and that the priming unit is being
these may also be pumped out using the bilge pumps. supplied with water from the non-potable water system.
Issue: First 6.6.3 Main Bilge System Page 1

Forward Centre Section of Bilge Main (Isolating Valve Located Between Aft Section of Bilge Main (Isolating Valve Located Between No.3 Bilge Direct Bilge Suctions
No.s. 1 and 2 Bilge and Ballast Pumps) and Ballast Pump and the Emergency Bilge Pump) No.1 bilge and ballast pump
Description Valve Bilge main aft section isolating valve 703A1159 direct suction compartment No.10 port 703A1094
Bilge main forward centre section isolating valve 703A1112 Port Starboard No.1 bilge and ballast pump
Port Starboard Description Valve Valve direct suction compartment No.10 starboard 703A1095
Valve Valve No.2 bilge and ballast pump
Compartment No.14 bilge well suction valve 703A1164 703A1165
Compt. No.10 forward bilge well suction valve 703A1263 703A1265 direct suction compartment No.12 port 703A1121
Compartment No.15 bilge well suction valve 703A1177 703A1178 No.2 bilge and ballast pump
Compt. No.10 aft bilge well suction valve 703A1072 703A1073
Compartment No.16 bilge well suction valve 703A1193 703A1194 direct suction compartment No.12 starboard 703A1122
Compt. No.10 aft (2) bilge well suction valve 703A1082 703A1083
No.3 bilge and ballast pump
Compt. No.11 bilge well suction valve 703A1099 703A1100 Description Valve direct suction compartment No.13 port 703A1149
Compt. No.12 forward bilge well suction valve 703A1108 703A1109 Stern thruster room No.3 bilge and ballast pump
forward bilge well suction valve 703A1217 direct suction compartment No.13 starboard 703A1150
Cofferdam DB Tank Bilge Valves
Stern thruster room aft bilge well suction valve 703A1204 Emergency bilge pump
Description Valve direct suction compartment No.14 port 703A1169
Cofferdam DB No.10 suction valve 703A1077 Cofferdam DB Tank Bilge Valves Emergency bilge pump
Cofferdam DB No.11 suction valve 703A1104 Cofferdam DB No.15 port suction valve 703A1190 direct suction compartment No.14 starboard 703A1170
Aft Centre Section of Bilge Main (Isolating Valve Located Between No.s. Cofferdam DB No.15 starboard suction valve 703A1268 Void spaces 3, 16 and 17, and cofferdam DB tanks 7, 8, 9, 10, 11, 12, 13, 14
2 and 3 Bilge and Ballast Pumps) Void space tank 16 port suction valve 703A1199 and 15 are all fitted with high level alarms.
Bilge main aft centre section isolating valve 703A1112 Void space tank 16 starboard suction valve 703A1200 f) From the IMACs, start the selected pump and pump the bilge
Void space tank 17 port suction valve 703A1208 well(s) overboard.
Port Starboard
Description Valve Valve Void space tank 17 starboard suction valve 703A1209 g) During pumping, a close watch must be kept on the operation to
Compt. No.12 aft bilge well suction valve 703A1126 703A1127 ensure that no contaminants are discharged.
Void space tank 18 port suction valve 703A1215 h) When the pumping of bilges, coffer dams and void spaces is
Compt. No.13 bilge well suction valve 703A1154 703A1155 Void space tank 18 starboard suction valve 703A1216 complete, shut off the pump(s) and close all valves.
Cofferdam DB Tank Bilge Valves Void space tank 19 suction valve 703A1205
Description Valve
Cofferdam DB No.12 suction valve 703A1129

Procedure for the Pumping of the Forward Thruster Room Bilges and Open Bow thruster room aft bilge well suction valve 703A1234 Procedure for the Emergency Pumping of Machinery Space Bilges via
Chain Locker Bilge using the Ejector System the Cooling Sea Water Pumps.
Open Bow thrust rm centre bilge well suction valve 703A1235
There are ejectors on the port and starboard sides, each being connected to the Open Bow thrust rm forward bilge well suction valve 703A1236 The main engine cooling sea water pumps, DG 1 and 2 CSW pump No.1 and
bilge wells on that side of the ship. Normally the fire main connection on the DG 3 and 4 CSW pump No.1, are provided with direct bilge suctions for the
port side would be used to operate the port ejector and the starboard fire main *These valves are normally kept open. emergency pumping of the main engine compartments.
connection would operate the starboard ejector. However, there is a cross
connection valve, 703A1279, which allows one fire main connection to d) The bilges are pumped via the ejectors and when the bilge well(s) Whilst the main engine(s) are operating, these pumps would normally be
operate both ejectors. are dry, the ejector system is shut down and the valves closed, running or would be in the standby mode with suction and discharge valves
apart from those indicated. These valves are normally left open so open. The emergency bilge suction valves associated with these pumps have
All valves are manually operated and the pumping of the forward bilge wells that the spaces may be pumped out in the event of flooding which long hand wheels which project a minimum of 460mm above the engine room
must be performed locally. would prevent access to the valves. floor plates.
a) Contact the bridge and obtain permission to pump the forward In the event of an emergency which necessitates rapid removal of large
bilge wells. quantities of water from the engine room spaces, the following action should
be taken:
b) Ensure that a pump is supplying the fire main and that there is
sufficient pressure to operate the ejectors. (Note! In an emergency the bilges may be pumped, even though there may be
small quantities of oil present.)
c) Set the valves in the following table, in order to pump the
particular bilge well. a) If the pumps are not already operating, start DG 1 and 2 CSW
pump No.1 if compartment 11 is subject to flooding and DG 3 and
Port Ejector 4 CSW pump No.1 if compartment 12 is flooding. If both
compartments are flooding, both pumps must be started if they are
Position Description Valve not already operating.
Closed Fire main cross connection valve 703A1279
b) Open the emergency bilge suction valve(s). For DG 1 and 2 CSW
Open Fire main connection valve to ejector 703A1278 pump No.1 in compartment 11, valve 701A1039 must be opened.
For DG 3 and 4 CSW pump No.1 in compartment 12, valve
Open Overboard discharge valve 703A1011
701A1202 must be opened.
Open Ejector outlet valve 703A1013
c) The pumps will then draw water from the compartment bilge and
Open Ejector outlet non-return valve 703A1012
pump it overboard via the cooling SW system. The pumps will
Open Chain locker suction valve 703A1006 also be drawing water from the sea, as the main sea suctions
remain open; these valves, 701A1034 and 701A1131, should be
Open Bilge well on deck 4 703A1192 closed in order to obtain full suction from the bilge, if the level of
Starboard Ejector water in the bilge continues to rise.

Closed Fire main cross connection valve 703A1279
Open Fire main connection valve to ejector 703A1300
Open Overboard discharge valve 703A1323*
Open Ejector outlet valve 703A1005*
Open Chain locker suction valve 703A1014
Open Bow thruster room bilge suction valve 703A1009*

Illustration 6.6.4a Ballast Water System
Ballast Pump Ballast Pump Ballast Pump

No.3 No.2 No.3
225m3/h 225m3/h 225m3/h
Heeling
TK 14 Heeling
BW DB BW DB BW DB TK 8
Void 250 (P) TK 12 BW/GW
Void Space Space R1079 TK 11 TK 10 DB TK 10 (P)
(P) (P) (P)
TK 17 TK 16 A1074 (P)
250
R1101 200 A1050
200 A1032
R1017
BW BW/GW
A1098 DB PW
BW BW/GW A1042 TK 7 DB TK 6 BW
TK 18 TK 8 (P) BW/GW
A1133 TK 17 (P) Outer DB TK 4
(P) A1070
(P) (P) A1024 DB TK 5 (P)
200
(P)
TI
PI PW
TI
TI
BW TK A1135 PI A1082 A1104 A1101 PI A1033
From Bilge A1043 A1018
200
19 TK 7 A1020 BW
System A1085
S S S Inner A1025
Aft PI PI PI A1013 TK 2
(P)
TI
A1106 PI A1008
Peak
TI
TI
PI PI 200 BW
A1136 BW
200
200
200
200
200
200
(P) DB 16/17 A 200 200 200 TK 1
200 1100 A1003
BW TK 200 A1060 200
Fore
A1084 A1103 A1061
19 200
PW Peak
A1097 A1081 A1058
200
A1056 A1014 A1009

Aft A1124 TK 7 A1026
A1137 A1021 A1019
Peak 200 200 A1044 Inner
(S) A1134 (P) BW/GW
200
BW/GW
200
A1086 A1083 A1105 A1102 A1059 A1057
BW TK 17 PW A1027 DB TK 5 BW
A1038 A1034 BW (S)
TK 18 (S) DB TK 7 DB TK 4
A1071 A1045 Outer BW/GW (S)
(S) TK 8 DB TK 6
(S) (S)
A1097 A1051 (S)
A1075
Void BW DB BW DB BW/GW
Void Space Space BW DB
TK 17 TK 11 TK 10 DB TK 10 Arrangement Of Discharge Pipes
TK 16 Heeling TK 12 (S) Heeling
TK 14 (S) (S) (S) TK 8
(S) (S)
Sea Water Crossover 13 Sea Water Crossover 9 Shell

Deck 4 11500
Deck 3 8800
1300
Plastic
Coated
4800
Key
Deck 2 6100
7500
Ballast Water From
BL
Bilges
Note* All valve numbers are prefixed 702
Issue: First Illustration 6.6.4a Ballast Water System

6.6.4 Ballast and Heeling System Ballast Tank Capacities Procedure for Filling the Ballast Tanks with Sea Water via one of the
Bilge and Ballast Pumps
Bilge and Ballast Pump Ballast Water Compartments Capacity m3
a) Determine which ballast tanks are to be filled and sound the tanks
BW tank No.1 fore peak 418.23
Maker: Pompe Garbarino to determine if any ballast water is already present.
Type: Centrifugal Self priming BW tank No.2 323.95
No. of Sets: 3 b) Confirm with the bridge which tanks are to be filled and the
BW DB 4P 75.82
Capacity: 225m3/h 2bar quantity of water to be put in each tank. Confirm a timetable and
BW DB 4S 75.03 the order in which the ballast tanks are to be filled.
Introduction
BW/GW DB 5P 92.01 c) Check that the priming system for the ballast pumps is operational
The ballast system enables sea water to be loaded into, and removed from, BW/GW DB 5S 101.87 with all necessary valves open and fresh water supplied from the
tanks within the ship in order to maintain the vessel’s stability and also provide non-potable water system. The priming system should always be
for control of the trim and heel. BW/GW DB 6P 111.63 in an operational condition, in order to allow the bilge and ballast
BW/GW DB 6S 115.42 pumps to be started from the control room at any time.
The vessel’s stability and trim must be established prior to leaving port and the
amount of ballast required in particular tanks determined. During passage, BW DB 8P 67.05 d) Set the pump valves as in the following table. All valves are
additional ballast may be required in order to compensate for fuel consumed. BW DB 8S 67.05 remotely operated from the IMACs system.
Sea water is supplied to the ballast tanks via the sea suction valves of the bilge BW/GW DB 9P 54.95 (Note! The tanks may be filled using any of the bilge and ballast pumps but a
and ballast pumps. The ballast tanks may be pumped up using one or more of careful check must be made to ensure that the correct pump valves are set for
BW/GW DB 9S 54.95
the bilge and ballast pumps. The sea suction of the pump is opened and the the pump to be used. This is important, as the same pumps can be used for
pump started, with the discharge valve to the ballast main open. Opening the BW DB 10P 108.30 bilge pumping duties and care must be taken to ensure that bilge water is not
isolating valves on the ballast main allows sea water access to the complete pumped into ballast tanks.)
BW DB 10S 108.30
ballast main or to sections of the ballast main as required. Individual ballast
BW DB 11P 137.65 Pump 1 Pump 2 Pump 3
tank valves are then opened, to allow the filling of the particular tanks.
BW DB 11S 137.65
Alternatively, the ballast tanks may be run up from the sea, which is a much Open Sea suction valve 702A1066 702A1100 702A
slower process and does not require the pumps to operate. Opening the sea BW DB 12P 62.95
Closed Ballast main
suction valve of one of the pumps together with the associated ballast main BW DB 12S 62.95 suction valve 702A1068 702A1103 702A
suction valve allows sea water into the ballast main. Individual ballast tank
valves are then opened to allow for filling of the particular tanks. This BW/GW DB 17P 234.84 Open Ballast main
arrangement of running up ballast tanks from the sea prevents rapid filling of discharge valve fwd 702A1060 702A1101 702A
BW/GW DB 17S 234.84
the tanks and allows for easier control of the ballasting operation. Open Ballast main
BW DB 16/17 skeg 371.17 discharge valve aft 702A1061 702A110x 702A
All valves are remotely operated from the ECR IMACs system. BW DB 18P 147.62
e) Ballast main isolating valves (from pumps) will be open or closed
All ballast tanks are vented, the forward tanks to the fore mast and the aft tanks BW DB 18S 151.39 depending upon which section of the main is being supplied and
to the funnel top. which bilge and ballast pump is in operation. The isolating valves
BW DB 18/19 skeg 189.12
must be set so that water will flow in the required section of the
Ideally the ballast tanks should be completely filled or emptied. Slack tanks BW DB 19P aft peak 99.40 ballast main from whichever pump is operational.
give a free surface effect which can be detrimental to stability. BW DB 19S aft peak 99.40 Description Fwd Valve Aft Valve
(Note! All water transfer operations must be recorded in the log book.) Total: 3,703.53 No.1 bilge and ballast pump
ballast main isolating valves 702A1067 702A1069
ballast main isolating valves 702A1102 702A1105
ballast main isolating valves 702A 702A
Issue: First 6.6.4 Ballast and Heeling System Page 1

Illustration 6.6.4b Ballast Water and Heeling System
Key
Ballast Water
Vents
Deck 4 Non Potable Water
All Valve No.s

Prefixed 783A
Heeling Tank 14 (Port)
Heeling Tank 8 (Port) Unless Stated
20 142.68m3
QIAHL Vent For 1008
LI
Level Indicator QIAHL
LI
200
1009 50 1028
1025
200 20 400 300
Cross Flooding Water Filling From Cross Flooding
Filling From Non Potable Sampling
Water System Non Potable
Water System
Water 300 To Be Locked In 300 To Be Locked In
Sampling Open Position Open Position
1010 Emergency Filling HFO DB 8 1007

Emergency Filling & Drain (Port)
From Ballast System & Drain From Heeling Pump
Drain To Bilge Ballast System Drain To Bilge
1011 To Be Locked In 1006 To Be Locked In
Closed Position Closed Position
+ PI + PI
+ PI Heeling Pump 2 + PI Heeling Pump 1

Emergency Filling & Drain Axial Pump. Reversible Emergency Filling Axial Pump. Reversible
From Ballast System 600m3/h 0.6 Bar & Drain From 600m3/h 0.6 Bar
782A Ballast System HFO DB 8 782A
Water 1002 1014 (Stb'd) 1001 1003
Sampling Chemical
Filling
Chemical
300
Filling Water
200 20
400 Sampling
1026
50 1027
1016
200
Vent For QIAHL
LI
QIAHL
LI Level Indicator 20
Heeling Tank 8 (Stbd)
1002
142.68m3
Heeling Tank 14 (Stbd) 50
1001
Leakage Detection
Sensor
Leakage Detection
Chamber Zn-anode
Issue: First Illustration 6.6.4b Ballast Water and Heeling System

f) Set the ballast tank filling valves so that only the valves on the h) When the selected tank is full, close the filling valve and when all Procedure for Pumping Out Ballast Tanks and Discharging the Ballast
tanks to be filled are open. The valves are listed in the following the selected tanks are full, shut off the pump and close all valves, Water Overboard
table. Check that the valves on the tanks not to be filled are shut. apart from the pump priming system valves. Check that the tanks
contain the required quantity of ballast water. a) Consult with the bridge and determine which ballast tanks are to
Filling Non-return be emptied and confirm the amount of water to be removed from
Description Valve Valve (Note! The ballast tanks are vented as they are filled, by the venting system. the tanks.
BW tank No.1 fore peak 702A1008
Procedure for Filling the Ballast Tanks Directly with Sea Water b) Sound the ballast tanks to check the amount of water in the tanks.
BW tank No.2 702A1009
This procedure does not use the bilge and ballast pumps. c) Consult with the bridge and agree a timetable for emptying the
BW DB 4P 702A1013
ballast tanks.
BW DB 4S 702A1014 a) The procedure for checking which tanks are to be filled is the
same as in the procedure above for filling the tanks via the bilge d) Check that the priming system for the ballast pumps is operational
BW/GW DB 5P 702A1018 702A1020 and ballast pumps. with all necessary valves open and fresh water supplied from the
BW/GW DB 5S 702A1019 702A1021 non-potable water system.
b) Set the valves at the bilge and ballast pump as in the following
BW/GW DB 6P 702A1025 702A1024 table. Not all pump valve arrangements need to be set, as the tanks The priming system should always be in an operational condition, in order to
BW/GW DB 6S 702A1026 702A1027 may be run up using one sea connection. allow the bilge and ballast pumps to be started from the control room at any
time.
BW DB 8P 702A1033 Pump 1 Pump 2 Pump 3
BW DB 8S 702A1034 e) Set the bilge and ballast pump valves as in the following table. All
Open Sea suction valve 702A1066 702A1100 702A valves are remotely operated from the IMACs system. Only one
BW/GW DB 9P 702A1043 702A1042 pump would normally be used for ballast duties and only the
Open Ballast main
BW/GW DB 9S 702A1044 702A1045 suction valve 702A1068 702A1103 702A valves on the selected pump need be set.
BW DB 10P 702A1050 Closed Ballast main (Note! The bilge and ballast pumps are also used for bilge pumping duties and
discharge valve fwd 702A1060 702A1101 702A care should be taken in setting the valves to ensure that ballast water only is
BW DB 10S 702A1051
Closed Ballast main pumped.)
BW DB 11P 702A1070 discharge valve aft 702A1061 702A110x 702A
BW DB 11S 702A1071 Pump 1 Pump 2 Pump 3
c) The ballast main isolating valves should be opened in order. This Position Description Valve Valve Valve
BW DB 12P 702A1074 will allow water access to the forward and after section of the Closed Sea suction valve 702A1066 702A1100 702A
BW DB 12S 702A1075 ballast main.
Open Ballast main
BW/GW DB 17P 702A1119 702A1117 Description Forward valve Aft Valve suction valve 702A1068 702A1103 702A
BW/GW DB 17S 702A1120 702A1121 No.1 bilge and ballast Open Overboard
pump ballast main isolating valves 702A1067 702A1069 discharge valve 702A1091 702A1118 702A1139
BW DB 16/17 skeg 702A1106
No.2 bilge and ballast Closed Ballast main
BW DB 18P 702A1133 pump ballast main isolating valves 702A1102 702A1105 discharge valve fwd 702A1060 702A1101 702A
BW DB 18S 702A1134 No.3 bilge and ballast Closed Ballast main
pump ballast main isolating valves 702A 702A discharge valve aft 702A1061 702A110x 702A
BW DB 18/19 skeg 702A1135
BW DB 19P aft peak 702A1136 d) The ballast tank filling valves should be opened as required to fill
the required tanks. The valves are as shown in the table, in the
BW DB 19S aft peak 702A1137
section above.
g) Start the selected bilge and ballast pump from the IMACs system
and fill the ballast tanks for which the valves have been set. Check This filling system allows ballast tanks to be run up from the sea and the filling
that only those tanks selected are being filled. process is slower than by the use of pumps. The same precautions must,
however, be observed in order to ensure that only the desired tanks are filled.

f) Set the ballast main isolating valves so that the selected pump(s) The tanks are vented, allowing air to escape from a tank as water flows in and d) From the ECR or bridge, operate the heeling tank control system
can draw ballast water from the forward and after ballast tanks. enabling air to enter a tank as water is removed. The heeling system is for each pair of tanks to transfer the required quantity of water
The ballast main isolating valves must be set as in the following controlled remotely from the ECR or bridge, as required. between the tanks in each pair. Sufficient water needs to be
table: transferred to change the heel by the required amount. The control
Chemically treated fresh water is employed as the heeling fluid. Chemical system opens the remotely operated line valve tank (783A1003
Description Forward valve Aft Valve treatment is required in order to prevent corrosion. Samples of the water must for heeling tanks 8P and 8S, and 783A1014 for heeling tanks 14P
No.1 bilge and ballast be drawn periodically and tested, chemicals being added to the water is and 14S and starts the pump in the required direction to suit the
pump ballast main isolating valves 702A1067 702A1069 necessary. The heeling tanks are filled from the non-potable water system. direction of water transfer required.
No.2 bilge and ballast In an emergency, the heeling tanks may be filled and drained by means of the e) When the heeling pump is stopped, the remotely operated line
pump ballast main isolating valves 702A1102 702A1105 bilge and ballast pumps via the ballast main. Heeling tank filling and draining valve is closed to prevent flow of water between the tanks.
No.3 bilge and ballast pump valves are manually operated and are locked in the closed position unless the
ballast main isolating valves 702A 702A heeling system is being filled or drained via the bilge and ballast pumps. Emergency Filling of the Heeling Tanks via the Bilge and Ballast Pumps
g) Open the suction valves (the same valves are used for suction and Before adding or removing water from the heeling tanks, the quantity to be a) Set the ballast system for ballast tank filling via the bilge and
filling of the ballast tanks) on the selected tanks, from the IMACs added to or removed from each of the tanks must be confirmed with the bridge ballast pumps, as previously described.
system. The tank vents will allow air into the ballast tanks as and a timetable agreed for the operation.
water is removed. b) Ensure that all ballast tanks are closed.
All water transfer operations must be recorded in the log book.
h) Start the selected pump, to pump ballast water from the selected c) Manually open the heeling tank filling valves as in the following
ballast tank(s) in the order as agreed with the bridge. Check that Heeling Tank Capacities table:
water if flowing from the tank and being discharged overboard.
When the required quantity of water has been removed from the Heeling Water Tanks Capacity m3 Description Valve
tank, close the valve and continue pumping water from the other
Heeling tank 8 port 142.88 Heeling tank 8 port filling/suction valve 702A1032
ballast tanks, if any. When ballast pumping is complete, shut off
the pump and close all the ballast line and pump valves, apart Heeling tank 8 starboard 142.88 Heeling tank 8 starboard filling/suction valve 702A1038
from the priming system valves.
Heeling tank 14 port 185.40 Heeling tank 14 port filling/suction valve 702A1098
The Heeling System Heeling tank 14 starboard 185.40 Heeling tank 14 starboard filling/suction valve 702A1097
Heeling Pump Total: 656.56 d) Operate the selected bilge and ballast pump to put the desired
quantity of sea water in the selected heeling tank.
Procedure for Operating the Heeling System
Maker: Framo
Type: Axial reversible e) Shut off the pump when the tanks have been filled with the
a) When the ship is in an upright position prior to entering port,
No. of Sets: 2 amount of water required and close and lock the valves.
ensure that the heeling tank pairs have sufficient water and
Capacity: 300m3/h 0.6bar
replenish if necessary. Open the remotely actuated equalising
Emergency Draining of the Heeling Tanks Using the Bilge and Ballast
valve, in order to give the same level of water in each tank,
The heeling system is used to maintain the ship in the upright position when in Pumps
782A1001 for heeling tanks 8P and 8S, and 782A1002 for heeling
port or at anchor if the movement of masses within the ship or high wind tends
tanks 14P and 14S. Close the valves when the tank levels have
to incline the vessel. a) The ballast system must be set for pumping out ballast tanks, as
equalised.
previously described.
Two pairs of tanks are employed, heeling tanks 8 port and 8 starboard and
b) Open the heeling pump transfer line isolating valves 783A1007
heeling tanks 14 port and 14 starboard. Water is moved between the tanks in b) Suction valves on the heeling tanks from which water is to be
for heeling tanks 8P and 8S, and 783A1010 for heeling tanks 14P
each pair to maintain the ship upright. Each pair of heeling tanks is connected removed must be opened.
and 14S and lock these valves open. Lock the drain valves
by pipework to a reversible axial flow pump and that pump operates to transfer
783A1006 and 783A1011 in the closed position.
water between the tanks. There is also a separate section of pipe which c) The bilge and ballast pump is started and water pumped from the
bypasses the pump and allows for direct connection between the heeling tanks selected tank(s).
c) The heeling tank systems are now ready for operation.
when a remotely operated valve is opened. Opening of this valve allows the
levels in the two tanks in each pair to be equalised. d) When the required quantity of water has been removed, the pump
is stopped and all valves closed and locked.

6.6.5 Remote Valve Control System Depending upon the type of valve, the actuator may be of the Tork (rack and Procedure for Operating the Remote Valve System
pinion) type, for butterfly and ball valves, or of the single acting Ram type, for
Remote Valve Actuation System globe valves. The ram electro-hydraulic actuator is of the single acting type a) Ensure that electrical power is available at each of the Winners
with a gas spring return system. Each unit is coupled to its own micropower Control Cabinets.
Maker: Naval Impianti pack and electro-hydraulic actuator. The micropower pack contains its own oil
Type: Electro-hydraulic tank and electric motor driven pump and associated valves. Each micropower b) Check that valves operated from each WCC are set for remote
System: Winner Control pack, apart from those for throttling valves, has red and green position operation.
indicating LEDs. Each actuator has a mechanical position indicator; the
Introduction IMACs mimic panel gives an electronic indication of the valve’s position. c) Check that the IMACs mimic panel indicates that all the valves
are available for remote actuation.
Remotely actuated valves are used throughout the vessel, the valves being Fixed hand pumps are fitted to the following ballast water side valves
actuated electro-hydraulically via electrical signals sent from the IMACs d) Operate the valves from the IMACs and check that they move
system. Valves are grouped in fire zones and are controlled from Winner Fire Zone 5 according to the setting.
control cabinets located on different decks within the particular fire zone.
Electrical signals from the mimic panel in the ECR activate switches in the 701A1188, 701A1107, 701A1192. 701A1093, 701A1093, 701A1004, Procedure for the Emergency Operation of Remote Controlled Valves
Winner Control Cabinet (WCC) and this sends oil under pressure to actuate the 701A1097
valve. A maximum of 45 valves can be managed from the same WCC. If the failure is at the WCC electronic system or in the signal transmission from
Fire Zone 4 the mimic panel, the valve may be operated locally from the WCC.
Valves actuators are of the electro-hydraulic type and each valve has its own
micropower pack. There is a portable hand pump located in each fire zone for 701A2010, 701A2003, 701A2023, 701A2034, 701A2045 a) Operate the lever switches for the valve concerned to open or
emergency operation of the valves should the control system or electrical close the valve from the WCC.
power supply fail. Each valve actuator has its own micropower pack which is self contained and
should not require any attention. If the hydraulic fluid should leak, it is If the micropower pack has failed, the valve may be actuated using the portable
Each actuator is connected to its own intelligent electronic card in the indicative of failure within the micropower pack or actuator and the entire unit pump or the fixed hand pumps, in the case of the ballast system water side
associated WCC. Each card has a local control facility and LED operation will require attention. valves.
indication. Local control is the back-up mode and overrides the IMACs
control. It is possible to group some valves to operate with a common Sluggish or incomplete movement of the valve is indicative of problems with a) Attach the portable hydraulic pump unit as necessary and operate
command, but normal operation is of individual valve movement via the the micropower pack or actuator and this means that attention is required. this or the fixed hand pump to move the valve in the required
IMACs system. Each electronic controller card is connected to its associated direction.
valve actuator by means of a multiwire cable, the cabinets containing the
controller cards. These cards are positioned in order to allow for accessibility,
local control and to minimise possible cable signal losses.
When there are no commands from the IMACs or local switches, the processor
manages the actuator to maintain the last command position.
The valve position signal is generated by switches or potentiometers coupled

to the valve shaft. The switches and potentiometers are wired to the valve’s
electronic card, so a position signal is always available.
(Note! The controller cards are preconfigured, but reconfiguring is possible

using a portable PC.)
Issue: First 6.6.5 Remote Valve Control System Page 1

Hydraulically Actuated Valves Valve System Deck WTC WCC Fire Zone 5
703A1034 Bilge 1 7 3.0 Valve System Deck WTC WCC
The complete list of remote controlled valves is listed below. 703A1040 Bilge 1 7 3.0 703A1068 Bilge 1 10 5.0
703A1241 Bilge 1 7 3.0 703A1263 Bilge 1 10 5.0
WTC: Watertight Compartment 722A1017 Potable Water 1 7 3.1 703A1264 Bilge 1 10 5.0
WCC: Winners Control Cabinet 722A1018 Potable Water 1 7 3.1 703A1072 Bilge 1 10 5.0
722A1019 Potable Water 1 7 3.1 703A1073 Bilge 1 10 5.0
Fire Zone 2 722A1020 Potable Water 1 7 3.1 703A2007 Oily Bilge 1 10 5.1
Valve System Deck WTC WCC 722A1029 Potable Water 1 7 3.1 703A2008 Oily Bilge 1 10 5.1
702A1008 Ballast 1 3 2.1 722A1030 Potable Water 1 7 3.1 703A2013 Oily Bilge 1 10 5.1
702A1009 Ballast 1 3 2.1 722A1031 Potable Water 1 7 3.1 744A1007 HFO 1 10 5.1
722A1025 Potable Water 1 3 2.1 722A1032 Potable Water 1 7 3.1 744A1008 HFO 1 10 5.1
722A1026 Potable Water 1 3 2.1 722A1069 Potable Water 4 3.0 744A1009 HFO 1 10 5.1
702A1013 Ballast 1 4 2.1 722A1070 Potable Water 4 3.0 744A1010 HFO 1 10 5.1
702A1014 Ballast 1 4 2.1 722A1098 Potable Water 5 3.0 744A1011 HFO 1 10 5.1
703A1018 Bilge 1 4 2.0 744A1012 HFO 1 10 5.1
703A1019 Bilge 1 4 2.0 Fire Zone 4 744A1013 HFO 1 10 5.1
703A1023 Bilge 1 4 2.0 703A1041 Bilge 1 8 4.0 744A1014 HFO 1 10 5.1
703A1024 Bilge 1 4 2.0 703A1042 Bilge 1 8 4.0 744A1015 HFO 1 10 5.1
722A1027 Potable Water 1 4 2.1 703A2002 Oily Bilge 1 8 4.1 744A1016 HFO 1 10 5.1
722A1028 Potable Water 1 4 2.1 761A0108 Black Water 1 8 4.0 744A1017 HFO 1 10 5.1
761A0211 Black Water 1 4 2.0 761A0209 Black Water 1 8 4.0 744A1018 HFO 1 10 5.1
722A1013 Potable Water 2 4 2.1 782A1001 Cross Flooding 1 8 4.0 744A1019 HFO 1 10 5.1
722A1014 Potable Water 2 4 2.1 783A1003 Heeling 1 8 4.1 744A1020 HFO 1 10 5.1
722A1015 Potable Water 2 4 2.1 701A2010 Sea Water 1 9 4.0 744A1021 HFO 1 10 5.1
722A1016 Potable Water 2 4 2.1 701A2003 Sea Water 1 9 4.0 761A0309 Black Water 1 10 5.0
762A0102 Grey Water 2 4 2.1 701A2023 Sea Water 1 9 4.0 761A0317 Black Water 3 10 5.0
761A0218 Black Water 3 4 2.0 701A2034 Sea Water 1 9 4.0 701A1093 Sea Water 1 11 5.0
702A1018 Ballast 1 5 2.1 701A2045 Sea Water 1 9 4.0 701A1004 Sea Water 1 11 5.0
702A1019 Ballast 1 5 2.1 702A1033 Ballast 1 9 4.1 701A1097 Sea Water 1 11 5.0
703A1027 Bilge 1 5 2.0 702A1034 Ballast 1 9 4.1 702A1050 Ballast 1 11 5.1
761A0210 Black Water 1 5 2.0 703A1051 Bilge 1 9 4.0 702A1057 Ballast 1 11 5.1
762A1031 Grey Water 1 5 2.1 703A1052 Bilge 1 9 4.0 702A1058 Ballast 1 11 5.1
703A1065 Bilge 1 9 4.0 703A1077 Bilge 1 11 5.0
Fire Zone 3 703A2004 Oily Bilge 1 9 4.1 703A1082 Bilge 1 11 5.0
702A1025 Ballast 1 6 3.1 703A2005 Oily Bilge 1 9 4.1 703A1083 Bilge 1 11 5.0
702A1026 Ballast 1 6 3.1 744A1003 HFO 1 9 4.1 703A1086 Bilge 1 11 5.0
703A1032 Bilge 1 6 3.1 744A1004 HFO 1 9 4.1 703A1091 Bilge 1 11 5.0
761A0109 Black Water 1 6 3.0 744A1005 HFO 1 9 4.1 703A1094 Bilge 1 11 5.0
762A1051 Grey Water 1 6 3.1 744A1006 HFO 1 9 4.1 703A1095 Bilge 1 11 5.0
762A1055 Grey Water 1 6 3.1 762A1114 Grey Water 1 9 4.1 703A1099 Bilge 1 11 5.0
703A1033 Bilge 1 7 3.0 762A1117 Grey Water 1 9 4.1 703A1105 Bilge 1 11 5.0

Fire Zone 5 (contd) Valve System Deck WTC WCC Valve System Deck WTC WCC
Valve System Deck WTC WCC 703A1155 Bilge 1 13 6.0 744A1148 HFO 1 15 6.2
703A2016 Oily Bilge 1 11 5.1 703A2032 Oily Bilge 1 13 6.1 744A1149 HFO 1 15 6.2
703A2017 Oily Bilge 1 11 5.1 703A2033 Oily Bilge 1 13 6.1 744A1150 HFO 1 15 6.2
703A2020 Oily Bilge 1 11 5.2 743A2006 DO 1 13 6.1 744A1151 HFO 1 15 6.2
703A2021 Oily Bilge 1 11 5.2 743A2007 DO 1 13 6.1 761A1028 Black Water 1 15 6.0
701A1188 Sea Water 1 12 5.0 743A2008 DO 1 13 6.1 761A1029 Black Water 1 15 6.0
701A1107 Sea Water 1 12 5.0 743A2009 DO 1 13 6.1 761A1037 Black Water 1 15 6.2
701A1192 Sea Water 1 12 5.0 743A2024 DO 1 13 6.1 762A1207 Grey Water 1 15 6.0
702A1070 Ballast 1 12 5.2 744A1060 HFO 1 13 6.1 762A1208 Grey Water 1 15 6.0
702A1071 Ballast 1 12 5.2 744A1061 HFO 1 13 6.1 702A1106 Ballast 1 15 6.2
702A1074 Ballast 1 12 5.2 744A1062 HFO 1 13 6.1 703A2117 Oily Bilge 1 15 6.2
702A1075 Ballast 1 12 5.2 744A1063 HFO 1 13 6.1 722A1021 Potable Water 2 15 6.2
702A1102 Ballast 1 12 5.2 762A0118 Grey Water 1 13 6.0 722A1024 Potable Water 2 15 6.2
702A1103 Ballast 1 12 5.2 782A1002 Cross Flooding 1 13 6.0 722A1033 Potable Water 2 15 6.2
702A1104 Ballast 1 12 5.2 783A1060 Heeling 1 13 6.1 722A1036 Potable Water 2 15 6.2
702A1105 Ballast 1 12 5.2 783A1005 Wet Waste 3 13 6.0 762A0106 Grey Water 2 15 6.0
702A1108 Bilge 1 12 5.0 783A1006 Wet Waste 3 13 6.0 762A0107 Grey Water 2 15 6.0
703A1109 Bilge 1 12 5.0 703A1174 Bilge 1 14 6.0 762A0104 Grey Water 3 15 6.0
703A1112 Bilge 1 12 5.0 703A1158 Bilge 1 14 6.0 762A0105 Grey Water 3 15 6.0
703A1113 Bilge 1 12 5.0 703A1159 Bilge 1 14 6.0
703A1118 Bilge 1 12 5.0 703A1160 Bilge 1 14 6.0 Fire Zone 7
703A1121 Bilge 1 12 5.0 703A1164 Bilge 1 14 6.0 703A1199 Bilge 1 16 7.0
703A1129 Bilge 1 12 5.0 703A2035 Oily Bilge 1 14 6.2 703A1208 Bilge 1 17 7.0
703A2024 Oily Bilge 1 12 5.2 703A2036 Oily Bilge 1 14 6.2 703A1209 Bilge 1 17 7.0
703A2025 Oily Bilge 1 12 5.2 703A2039 Oily Bilge 1 14 6.2 762A1256 Grey Water 1 17 7.0
703A2028 Oily Bilge 1 12 5.2 703A2040 Oily Bilge 1 14 6.2 762A1257 Grey Water 1 17 7.0
703A2029 Oily Bilge 1 12 5.2 703A2043 Oily Bilge 1 14 6.2 702A1119 Ballast 2 17 7.0
722A1071 Potable Water 3 5.0 703A2044 Oily Bilge 1 14 6.2 702A1120 Ballast 2 17 7.0
722A1072 Potable Water 3 5.0 703A2113 Oily Bilge 1 14 6.2 762A1258 Grey Water 2 17 7.0
703A2114 Oily Bilge 1 14 6.2 762A1254 Grey Water 2 17 7.0
Fire Zone 6 703A1268 Bilge 1 15 6.0 762A0109 Grey Water 2 17 7.0
702A1081 Ballast 1 13 6.1 703A1184 Bilge 1 15 6.0 703A1217 Bilge 1 18 7.0
702A1082 Ballast 1 13 6.1 703A1189 Bilge 1 15 6.0 703A1204 Bilge 1 18 7.0
702A1083 Ballast 1 13 6.1 703A1237 Bilge 1 15 6.0 703A2062 Oil Bilge 1 18 7.0
702A1084 Ballast 1 13 6.1 703A1190 Bilge 1 15 6.0 702A1133 Ballast 2 18 7.0
703A1137 Bilge 1 13 6.0 703A2049 Oily Bilge 1 15 6.2 702A1136 Ballast 2 18 7.0
703A1139 Bilge 1 13 6.0 703A2050 Oily Bilge 1 15 6.2 702A1137 Ballast 2 18 7.0
703A1150 Bilge 1 13 6.0 722A1034 Potable Water 1 15 6.2 703A1216 Bilge 2 18 7.0
703A1154 Bilge 1 13 6.0 722A1035 Potable Water 1 15 6.2 762A0110` Grey Water 2 18 7.0

Illustration 6.7.1a Fuel Oil Transfer and Bunkering System - Fuel Oil
Key
Port Bunker Starboard Bunker Fuel Oil

Station Station
Electrical Signal
Emergency Emergency
Pump Stop Pump Stop

1074 1076 1075 1077
DECK 4
DECK 3 DECK 3
250 250 HFO Trans. Pump
No.1 50 m3/h
250 + PI
PI
1053 1051
HFO Trans. Pump 1033 150

No.2 50 m3/h
+ PI
PI
1052 1050
1032
Vent
250 1007
Vent 1008
150
1022 100
1009
HFO Service 1010
150
1152
250
1058 Tank 10 P 1019
(149.8 m3) 1024 1011
HFO Tank 17 C 1012
150
(265.4 m3) HFO Settl.
1023 1025 1013
Tank 10 P 125 1014
150
(149.8 m3)
1001
Compartment 17 1015 150
1059 150
1016
HFO DB 8 P
10 1017
150 HFO DB Tank 10 P HFO DB Tank 9 P
HFO DB bar 150
(140.8 m3) 1018 (101.26 m3) 1003 1004
50 13/14 P 1020 150
250 250 150
(103.4 m3)
1021 1005 1006 HFO DB 8 P
250
150
(378.63 m3)
1149 150
1148 HFO DB 1061 150 150
HFO DB Tk 9 C
HFO DB 15 C LS HFO Overflow HFO DB Tank 10 HFO DB 8 S
13/14 C 1060
1055 DB 10 C (54.5 m3) C (96.30 m3) (116.72 m3)
(16.7 m3) (87.1 m3) (378.63 m3)
HFO DB 13/14 S 150 1062 1063

150
1150 1151 (103.4 m3) HFO DB Tank 10 S 150 150

(140.8 m3) HFO DB Tank 9 S
150 (101.26 m3) 1002
1064 1065 HFO DB 8 S
Vent
125
HFO Service Tank 10 S 100
1057
(138 m3)
1027 1029
HFO Day Tank 10 S 100

(142 m3)
1028 1030
Compartment 15 Compartment 13 Compartment 10 Compartment 9 Compartment 8
Issue: First Illustration 6.7.1a Fuel Oil Transfer and Bunkering System - Fuel Oil
6.7 Fuel Oil and Lubricating Oil Transfer and Bunkering Systems The two settling tanks are equipped for automatic filling. The overflow tank CAUTION !
has a high level alarm. At least one bunker tank filling valve must be fully open at all times
6.7.1 Fuel Oil Transfer and Bunkering System - Fuel Oil during the bunkering operation.
The HFO tanks are fitted with heating coils and facilities for steaming out. The
HFO Transfer Pumps HFO tank filling, suction and transfer lines are lagged and provided with trace Before and during bunkering, the following steps should be complied with:
heating.
Make: Imo 1) The purpose of this procedure is to ensure that bunkers of the
Type: Self Priming IMO Screw Pump Heavy Fuel Oil Tanks correct specification and agreed quantity are received on board in
Model: ACF 100K4 IRBO a safe and efficient manner which minimises the risk of pollution.
Capacity: 50m3/h 2bar Compartment Capacities (S.G. 0.980)
Motor: F350 18.5kW 690V 1150rpm Volume 100%(m3) Weight(Tons) 2) Bunker barge tanks should be checked for water content.
Introduction No.8 HFO DB tank (P) 378.63 371.1 3) Representative samples are to be drawn using the continuous drip
No.8 HFO DB tank (S) 378.63 371.1 method for the duration of the loading operation and are to be
Heavy fuel oil (HFO), for all purposes on board the ship, is stored in thirteen immediately dispatched for analysis.
storage tanks. From the storage tanks, HFO is transferred to two HFO settling No.9 HFO DB tank (P) 101.26 99.2
tanks where it is allowed to settle prior to being purified into the two HFO No.9 HFO DB tank (C) 116.72 114.4 4) Where possible, new bunkers are to be segregated on board prior
service tanks. HFO is supplied to the main engines and auxiliary boilers from to use, until results of laboratory analysis are received.
the heavy fuel oil service tanks. No.9 HFO DB tank (S) 101.26 99.2
No.10 HFO DB tank (P) 140.8 138.0 5) No internal transferring of bunkers should take place during
The HFO storage tanks are filled from one of the HFO bunkering stations, bunker loading operations.
located on the port and starboard sides of deck 4. At each bunker station there No.10 HFO DB tank (C) 96.3 94.4
is an HFO connection, a diesel oil connection and a gas oil connection; the 6) The estimated finishing tank levels should determined prior to the
No.10 HFO DB tank (S) 140.8 138.0
lifeboat engines use gas oil and there is also, at each bunker station, a lifeboat starting of loading.
gas oil filling line which is supplied by the gas oil transfer pump. Emergency No.13/14 HFO DB tank (P) 103.4 101.3
stop buttons for all transfer pumps are also situated at the bunker stations. 7) Bunker tanks should not exceed 97.5% full. The overflow tank
No.13/14 HFO DB tank (C) 87.1 85.4
Sampling connections are fitted to each fuel oil bunker pipe after the bunker should be empty prior to commencing bunkering.
line valve. Each bunkering line is fitted with a pressure gauge. No.13/14 HFO DB tank (S) 103.4 101.3
8) Any bunker barges attending the vessel are to be safely moored
No.15 HFO DB tank (C) 116.7 114.4
Two HFO transfer pumps are used to transfer HFO from the storage tanks to alongside before any part of the bunker loading operation begins.
the settling tank at a rate of 50m3/h and a pressure of 5.0bar. HFO is transferred No.17 HFO DB tank (C) 265.4 260.1
from the settling tanks to the service tank via the HFO separators, the settling 9) Level alarms fitted to bunker tanks should be tested prior to any
HFO settling tank 10 (P) 149.8 146.8
tanks being sludged to remove water before they are connected to the bunker loading operations.
separators. HFO service tank 10(P) 149.8 146.8
10) Verify that all lines are sound, by visual inspection.
HFO settling tank 10 (S) 146.7 143.8
The HFO overflow tank is provided to collect the overflow from the HFO
storage, settling and service tanks in the event of overfill. The HFO transfer HFO service tank 10(S) 147.7 144.7 11) Complete the pre-transfer check list.
pumps are used to pump the contents of the HFO overflow tank to the HFO
HFO overflow DB 10 (C) 54.5 53.4
settling tank. HFO can be transferred from one storage tank to another for trim 12) All personnel involved should be aware of the contents of the
or other purposes, using the transfer pump and the bunkering line. bunker loading plan.
(Note! For all of the procedures, ALL valves are closed unless it is specifically
Outlet valves from the settling and service fuel tanks are of the remotely stated that they are open.) 13) The Chief Engineer is responsible for bunker loading operations
operated, quick closing type which can be closed from the control station. and at all times there should be a sufficient number of officers and
After being tripped the valves must be reset locally. Each tank is also fitted Preparation and Procedure for Loading and Transfer of Bunkers ratings to ensure that the operation is carried out safely.
with a self-closing test cock to test for the presence of water and to drain any
water present. All tanks are provided with remote quantity and temperature Prior to bunkering, confirmation should be obtained that the specification of 14) A watch for signs of leakage should be kept at the manifold
indicators, these having high and low level alarms. The tanks also have a self- the fuel oil being delivered is the same as that ordered and that the quantity during loading.
closing sounding cock, fitted with a test cock. In addition to these devices, the being supplied is also that which was requested.
HFO settling and service tanks have a remote quantity indicator, a temperature 15) All personnel involved should be in radio contact, the radios
indicator and a low level alarm. being tested prior to the bunkering operation.
Issue: First 6.7.1 Fuel Oil Transfer and Bunkering System - Fuel Oil Page 1
16) Safe means of access to barges shall be used at all times. Description Tank Quick Line Valve l) Repeat the steps above until only two tanks remain open, then
Closing Valve (Hydr. Operated) signal to the bunker barge to reduce the pumping rate.
17) Scuppers and save-alls (including those around bunker tank
No.8 HFO DB tank (P) 744A1001 744A1003
vents) should be effectively plugged. m) When down to the final tank, signal to the bunker barge to further
No.8 HFO DB tank (S) 744A1002 744A1005 reduce the flow rate until the tank is full and then signal to stop.
18) Drip trays are provided at bunker hose connections.
No.9 HFO DB tank (P) 744A1007
n) Close the valve at the bunkering station.
19) Oil spill containment and clean up equipment must be deployed No.9 HFO DB tank (C) 744A1009
and ready for use. o) Open the vent at the bunkering connection and allow the hose to
No.9 HFO DB tank (S) 744A1015
drain back to the supplier.
20) Loading should start at the agreed minimum loading rate. Only No.10 HFO DB tank (P) 744A1013 p) Disconnect the hose connection and replace the blank.
upon confirmation of no leakage and fuel going only into the
nominated tanks, should the loading rate be increased. No.10 HFO DB tank (C) 744A1011 q) Close the tank filling valves on the final tank which has been
No.10 HFO DB tank (S) 744A1017 filled.
21) When topping off, the flow of oil to the tank in question should
be reduced by diverting the flow of oil to another tank. In the case No.13/14 HFO DB tank (P) 744A1061 r) Collect and label samples and send ashore for laboratory testing.
of the final tank, the loading rate should be reduced to the agreed No.13/14 HFO DB tank (C) 744A1063
minimum at least 20 minutes before the finishing tank quantity is To Transfer Fuel Oil using the Fuel Oil Transfer Pump
reached. No.13/14 HFO DB tank (S) 744A1065
No.15 HFO DB tank (C) 744A1150 a) Ensure that the HFO tanks to be used have been heated to the
22) Prior to bunkering, the operation must be discussed with the deck correct temperature and that line tracing steam is on.
department where any matters which are likely to interfere with No.17 HFO DB tank (C) 744A1152 744A1148
bunkering must be raised. All shipboard personnel must be made b) Open the suction and line valve from the storage tank from which
e) Open the valve at the selected bunkering station:
aware that bunkering is to take place. HFO is to be transferred. Quick closing valves must be opened
manually and hydraulically actuated line valves are opened from
Description Valve
Relevant information is to be entered in the Oil Record Book on completion of the FO transfer console.
loading. HFO bunker valve port 744A1072
Description Tank Quick Line Valve
HFO bunker valve starboard 744A1073
Procedure to Load Bunkers from the Bunker Barge Closing Valve (Hydr. Operated)
f) Establish effective communication between the control room, the No.8 HFO DB tank (P) 744A1001 744A1004
a) At the bunker connection to be used, remove the blank and bunker barge and the bunkering station.
connect the bunkering hose. Ensure that the joint being used is in No.8 HFO DB tank (S) 744A1002 744A1006
good condition. g) Signal to the bunker barge to commence bunkering fuel oil at a No.9 HFO DB tank (P) 744A1008
slow rate.
b) Set up bunker sampling equipment. No.9 HFO DB tank (C) 744A1010
h) Check the ship to bunker barge connection and pipeline for leaks. No.9 HFO DB tank (S) 744A1016
c) Ensure that the blanks on the other bunkering connections are
secure and that the valves are closed. Ensure drain and sampling i) Check that fuel oil is flowing into the required fuel oil storage No.10 HFO DB tank (P) 744A1014
valves are closed, that the drip tray is empty and the drain closed. tank(s) and not to any other tank. Check that the drip sampler unit No.10 HFO DB tank (C) 744A1012
is operating at the required rate.
d) Open the filling valve(s) on the fuel oil storage tanks to be filled. No.10 HFO DB tank (S) 744A1018
All tanks may be filled at the same time if necessary, but care j) Speed up bunkering to the agreed maximum rate. The bunker
must be taken closing valves when tanks are full, as the filling rate No.13/14 HFO DB tank (P) 744A1060
filling line is fitted with a relief valve set to lift at 10 bar, the relief
on the remaining tanks will increase. It is unlikely that all tanks valve releases HFO to the overflow tank. No.13/14 HFO DB tank (C) 744A1062
will be filled at any bunkering operation and only the filling
valves on the tanks to be filled should be opened. New fuel must No.13/14 HFO DB tank (S) 744A1064
k) As the level in the first fuel oil storage tank approaches 95%,
not be mixed with fuel already on board. close in the filling valve to top up the tank slowly, then close the No.15 HFO DB tank (C) 744A1151
filling valve completely when the required level (96.5%) is
No.17 HFO DB tank (C) 744A1152 744A1149
reached.
Issue: First 6.7.1 Fuel Oil Transfer and Bunkering Systems - Fuel Oil Page 2
c) Open the line valve of the Port HFO settling tank, 744A1020. For 6.7.2 Fuel Oil Transfer and Bunkering System - Diesel Oil The DO and GO transfer pumps both have a capacity of 5m3/h at a pressure
the starboard HFO settling tank open valve 744A1019. of 5.0 bar. They can be cross-connected but this requires the removal of blanks
Gas Oil Transfer Pump in the suction and discharge lines. The emergency generator GO filling pump
d) Open the tank quick closing valve of the Port HFO settling tank, has a capacity of 0.5m3/h at a pressure of 2.5bar. Pumps can be operated locally
744A1027. For the starboard HFO settling tank open valve Make: Imo
or from the Engine Control Room (ECR).
744A1023. Type: Self Priming IMO Screw Pump
Model: ACG 052N6 IVBO
The filling and outlet valves on the DO and GO service tanks are of the
e) Open the No.1 fuel oil transfer pump suction valve, 744A1033. Capacity: 4m3/h 3.5bar hydraulically actuated remote quick closing type. After being tripped, the
For the No.2 fuel oil transfer pump, open suction valve Motor: F215 2.2kW 690V 1150rpm valves must be reset locally. Each tank is also fitted with a self-closing test
744A1032. Diesel Oil Transfer Pump cock to test for the presence of water and to drain any water present.
f) Open the No.1 fuel oil transfer pump discharge valve 744A1053. Make: Imo All DO and GO tanks are provided with remote quantity indication which also
For the No.2 fuel oil transfer pump open suction valve 744A1052. Type: Self Priming IMO Screw Pump have high and low level alarms. The DO and GO storage tanks and the DO
Check that the discharge non-return valve 744A1051 (No.2 Model: ACG 070N6 IVBO overflow tank have self-closing sounding cocks. Remote quantity indicators
744A1050) is open and operational. and level alarms are fitted to the DO and GO service tanks.
Motor: F265 5.5kW 690V 1150rpm
g) The HFO settling tanks are fitted for automatic filling. The fuel The emergency generator GO service tank has an automatic tank filling
oil transfer pumps must be set so that the required pump is used; capability and a level alarm which indicates a capacity for 36 hours running.
Diesel Oil Transfer Pump
one pump will be set for duty and the other for standby. The
transfer pump will cut-out automatically when the settling tank Diesel Oil and Gas Oil System Tanks
Make: Imo
reaches the required level.
Model: ACE 0250N1 IVBP Compartment Capacities (S.G. 0.980)
h) Check that fuel oil is being correctly transferred, i.e. that it is Volume 100%(m3) Weight(Tons)
Capacity: 0.5m3/h 2.5bar
being transferred from the required storage tank to the designated
Motor: 0.37kW 1110rpm No.14 DO DB tank (P) 64.0 54.4
destination.
Introduction No.14 DO DB tank (S) 64.0 54.4
i) Close all valves at the end of the HFO transfer operation.
There are separate diesel oil and gas oil systems with their own tanks and DO overflow tank 15 (C) 20.7 17.6
(Note! All movements of oil to and from the ship and within the ship must be transfer pumps. Diesel oil and gas oil bunker lines are provided at the port and DO service tank 13 (P) 37.4 31.8
recorded correctly in the ship’s Oil Record Book.) starboard bunker stations. The DO filling line is fitted with a relief valve set to
lift at a pressure of 10 bar, the released oil being directed to the DO overflow No.15 GO tank (P) 24.4 20.7
tank. The GO filling line relief valve, also set at 10 bar, releases oil to the GO
GO service tank 15 (S) 29.5 25.1
service tank.
EDG GO service tank 11.73 10.0
There two DO storage tanks; a DO overflow tank and a DO service tank. From
the storage tanks, DO is transferred to the diesel oil service tank, using the DO Preparation for the Operation of Loading Diesel Oil and Gas Oil
transfer pump. There is GO storage tank and a GO service tank. In addition,
there is an emergency generator GO service tank located in the emergency The procedures for loading DO and GO should follow those for HFO.
diesel generator room.
Issue: First 6.7.2 Fuel Oil Transfer and Bunkering System - Diesel Oil Page 1
Illustration 6.7.2a Fuel Oil Transfer and Bunkering System - Diesel Oil Port Bunker Station Starboard Bunker Station
Local Local
Start/ Start/
Local Start/ Stop Stop
EDG GO Stop
Serv. TK
Funnel
(11.73 m3) Vents Emergency Emergency
Pump Stop Pump Stop
742A 742A Emergency
LS LAL 3037
3034 Generator Room Life Boat Life Boat
Gas Oil Gas Oil
65 DECK 5 Filling 743A 742A 742A 743A Filling
2032 3024 3025 2033
742A
3035 743A 742A 742A 743A
742A 2034 3026 3029 2035 742A
3030 3031
65 50 40 80 65 65 80 40
DECK 4
DECK 4
Void
Space Tk
Inside B/5 DECK 2
DECK 3
DECK 2
80
743A
DO Transfer 2025 80
100 743A 10 bar
743A
Pump 15m3/h 2024
743A 80
2007
2006
100 80 40 65
80 100 80
+ PI
50 50 2013 PI 743A 743A
743A 743A2011 2021 2022 743A
2008 100 To DO To DG FO 2026
65 GO Transfer
100 743A Service Service
Vents 100 2009 Pump 14m3/h System System
LS 742A 65 65 742A
3055 743A 3060
100 80 2004 65 742A3047
742A 742A 742A 65 M
3007 742A 40
3002 3058 50 3009
742A 742A
+ PI
742A 742A
PI
742A GO Serv. 3006 742A3046 2.5 bar
100
100
100
65 742A 3010 3018 3019
3055 3008 3057
PW Tank 15 P 742A 65
50
Tank 16 (24.4 m3) 3003 10 bar
65 65 65
Inner 742A
P/S 3004 DO Service
DO DB 50 742A 742A Tank 13 P
DO Overflow Tk 14 P 50
3005 3036 (32.02 m3)
743A 25
2054 15 C (20.7 m3) 743A (64.0 m3) + PI
PI
742A 742A
LS 2001 100
3052 3048
743A2002
50 25
100
EDG GO Transfer Pump 5 m3/h
DO DB 14 S
(64.0 m3)
Key
GO Serv.
Marine Diesel Oil Tank 15 S
65
(29.5 m3)
742A Note* All valve numbers are
Electrical Signal prefixed by 744A unless stated
3001
otherwise.
16
Compartment 15 Compartment 14 Compartment 13
Issue: First Illustration 6.7.2a Fuel Oil Transfer and Bunkering System - Diesel Oil
To Load Diesel Oil Bunkers From Bunker Barge To Load Gas Oil Bunkers From Bunker Barge To Transfer Diesel Oil using the Diesel Oil Transfer Pump
At the bunker connection to be used, remove the blank and connect the At the bunker connection to be used, remove the blank and connect the Diesel Oil (DO) may be transferred between the DO storage tanks; the DO
bunkering hose. Arrange a drip tray beneath the connection. bunkering hose. Arrange a drip tray beneath the connection. service tank is normally filled via the DO and GO separator.
a) Ensure that the blanks on the other bunkering connections are
secure and that the valves are closed. Ensure that the drain and a) Ensure that the blanks on the other bunkering connections are a) Open the line suction valve from the storage tank from which the
sampling valves are closed. secure and that the valves are closed. Ensure that the drain and DO is to be transferred; hydraulically actuated line valves are
sampling valves are closed. opened from the FO transfer console.
b) Open the following valves on the selected diesel storage tank(s):
b) Open the filling valve, 742A3003, on the gas oil storage tank. Description Line Valve (Hyd. Op.)
Description Line Valve (Hyd. Op.)
No.14 DO DB tank (P) 743A2007
c) Open the valve at the selected bunkering station.
No.14 DO DB tank (P) 743A2006
No.14 DO DB tank (S) 743A2009
No.14 DO DB tank (S) 743A2008 Description Valve
No.15 DO overflow tank (C) 743A2004
c) Open the valve at the selected bunkering station. HFO bunker valve port 742A3024 DO Service tank No.13 (P) 743A2026 (tank valve)
HFO bunker valve starboard 742A2025 743A2011 (hand operated)
Description Valve
d) Establish effective communication between the control room, the b) Open the line filling valve of the DO storage tank to be filled.
HFO bunker valve port 743A2032
bunker barge and the bunkering station.
HFO bunker valve starboard 743A2033 (Note! It is normally only possible to transfer DO from the port D.B. storage
e) Signal to the bunker barge to commence bunkering fuel oil at a tank to the starboard DB storage tank, and vice versa.)
d) Establish effective communication between the control room, the slow rate.
bunker barge and the bunkering station. Oil may be taken from the DO service tank or the DO overflow tank and
f) Check the ship to bunker barge connection and pipeline for leaks. pumped to the storage tanks.
e) Signal to the barge to commence bunkering fuel oil at a slow rate.
g) Check that gas oil is flowing into the gas oil storage tank and not c) Open the following line filling valves:
f) Check the ship to bunker barge connection and pipeline for leaks. to any other tank.
Description Line Valve (Hyd. Op.)
g) Check that diesel oil is flowing into the diesel oil storage tank, h) Speed up bunkering to the agreed maximum rate.
and not to any other tank. No.14 DO DB tank (P) 743A2006
i) As the level in the gas oil storage tank approaches 95%, close in No.14 DO DB tank (S) 743A2008
h) Speed up bunkering to the agreed maximum rate. the filling valve to top up the tank slowly.
d) Open the DO transfer pump suction valve, 743A2133.
i) As the level in the diesel oil storage tank approaches 95%, close j) Signal to the bunker barge to further reduce the flow rate until the
in the filling valve to top up the tank slowly. tank is full and then signal to stop. e) Open the DO transfer pump discharge valve, 743A2022. Check
that the discharge line non-return valve, 743A1021, is open and
j) Signal to the bunker barge to further reduce the flow rate until the k) Open the vent at the bunkering connection and allow the hose to operational.
tank is full and then signal to stop. drain back to the supplier.
f) Start the DO transfer pump and check that fuel oil is being
k) Close the valve at the bunkering connection. l) Disconnect the hose connection and replace the blank. correctly transferred, i.e. that it is being transferred from the
required storage tank to the designated destination.
l) Open the vent at the bunkering connection and allow the hose to m) Close all the tank filling valves.
drain back to the supplier. g) When the required quantity of DO has been transferred, stop the
pump and close all valves.
m) Disconnect the hose connection and replace the blank.
In an emergency the DO service tank may be filled directly from the DO
n) Close all the tank filling valves. storage tanks via the DO transfer pump. In order to achieve this, the blank in
the DO transfer pump suction line, 743A2010, must be removed and
exchanged with the pump line suction valve, 743A2011.
Illustration 6.7.2a Fuel Oil Transfer and Bunkering System - Diesel Oil Port Bunker Station Starboard Bunker Station
Local Local
Start/ Start/
Local Start/ Stop Stop
EDG GO Stop
Serv. TK
Funnel
(11.73 m3) Vents Emergency Emergency
Pump Stop Pump Stop
742A 742A Emergency
LS LAL 3037
3034 Generator Room Life Boat Life Boat
Gas Oil Gas Oil
65 DECK 5 Filling 743A 742A 742A 743A Filling
2032 3024 3025 2033
742A
3035 743A 742A 742A 743A
742A 2034 3026 3029 2035 742A
3030 3031
65 50 40 80 65 65 80 40
DECK 4
DECK 4
Void
Space Tk
Inside B/5 DECK 2
DECK 3
DECK 2
80
743A
DO Transfer 2025 80
100 743A 10 bar
743A
Pump 15m3/h 2024
743A 80
2007
2006
100 80 40 65
80 100 80
+ PI
50 50 2013 PI 743A 743A
743A 743A2011 2021 2022 743A
2008 100 To DO To DG FO 2026
65 GO Transfer
100 743A Service Service
Vents 100 2009 Pump 14m3/h System System
LS 742A 65 65 742A
3055 743A 3060
100 80 2004 65 742A3047
742A 742A 742A 65 M
3007 742A 40
3002 3058 50 3009
742A 742A
+ PI
742A 742A
PI
742A GO Serv. 3006 742A3046 2.5 bar
100
100
100
65 742A 3010 3018 3019
3055 3008 3057
PW Tank 15 P 742A 65
50
Tank 16 (24.4 m3) 3003 10 bar
65 65 65
Inner 742A
P/S 3004 DO Service
DO DB 50 742A 742A Tank 13 P
DO Overflow Tk 14 P 50
3005 3036 (32.02 m3)
743A 25
2054 15 C (20.7 m3) 743A (64.0 m3) + PI
PI
742A 742A
LS 2001 100
3052 3048
743A2002
50 25
100
EDG GO Transfer Pump 5 m3/h
DO DB 14 S
(64.0 m3)
Key
GO Serv.
Marine Diesel Oil Tank 15 S
65
(29.5 m3)
742A Note* All valve numbers are
Electrical Signal prefixed by 744A unless stated
3001
otherwise.
16
Compartment 15 Compartment 14 Compartment 13
Issue: First Illustration 6.7.2a Fuel Oil Transfer and Bunkering System - Diesel Oil
Procedure for the Emergency Filling of the Diesel Oil Service Tank from Procedure to Provide Gas Oil at the Lifeboat Filling Station Using the To Fill the Emergency Generator Gas Oil Service Tank From the Gas
the Diesel Oil Storage Tank Gas Oil Transfer Pump Oil Service Tank Using the Emergency Generator Gas Oil Filling Pump
In the event of the failure of the diesel oil separator, the diesel oil service tank a) Open the quick closing suction valve from the GO storage tank, a) Open the quick closing suction valve from the GO service tank,
may be filled directly from the DO service tanks via the the DO transfer pump. 742A3002 742A3002.
To achieve this, the blank in the DO transfer pump suction line, 743A2010,
must be removed and exchanged with the pump line suction valve, 743A2011. b) Open the GO storage tank line suction valve, 742A3009. b) Open the GO service tank line suction valves, 742A3006 and
742A3007.
a) Open the line suction valve from the storage tank from which the c) Open the GO transfer pump suction valve, 742A3010.
DO is to be transferred. Hydraulically actuated line valves are c) Open the emergency diesel generator GO filling pump suction
opened from the FO transfer console. d) Open the GO transfer pump discharge valve, 742A3019. Check valve, 742A3048.
Description Line Valve (Hyd. Op.) operational. d) Open the emergency diesel generator GO filling pump discharge
valve, 742A3052.
No.14 DO DB tank (P) 743A2007 e) Open the bunker station supply line valve, 742A3046. Ensure that
No.14 DO DB tank (S) 743A2009 the supply line non-return valve, 742A3047 is open and The emergency diesel generator GO service tank is fitted for automatic tank
operational. filling and the emergency diesel generator GO filling pump will operate to fill
No.15 DO overflow tank (C) 743A2004
the tank to the required level.
f) From the FO transfer console start the GO pump and check that
b) Open the hydraulically actuated line filling valve to the DO
gas oil is available at the lifeboat filling station.
service tank, 743A2026.
There is a pressure reducing valve, 742A3060, in the supply line to the bunker
c) Open the DO transfer pump suction valve, 743A2133.
station and this reduces the pressure to 2bar.
d) Open the DO transfer pump discharge valve, 743A2022. Check
The supply line from the pump, after the reducing valve, is fitted with a relief
valve set at a pressure of 2.5bar and the released oil returns to pump suction.
operational.
The bunker stations are provided with pump emergency stops.
e) Start the DO transfer pump and check that fuel oil is being
correctly transferred, i.e. that it is being transferred from the
Procedure To Fill the Emergency Generator Gas Oil Service Tank From
required storage tank to the DO service tank.
the Gas Oil Transfer Pump
f) When the required quantity of DO has been transferred stop the
a) Open the quick closing suction valve from the GO service tank,
pump and close all valves.
742A3002.
Gas Oil Transfer System
b) Open the GO service tank line suction valve, 742A3008.
GO may be pumped to the lifeboat GO filling line at the port and starboard
c) Open the GO transfer pump suction valve, 742A3010.
bunker stations.
d) Open the GO transfer pump discharge valve, 742A3019. Check
In an emergency, GO may also be pumped to the EDG GO service tank. The
GO service tank is filled from the GO storage tank via the DO and GO
operational.
separator.
e) Open the GO transfer pump line discharge valve, 742A3004.
f) Open the GO transfer pump line discharge valve to the emergency

diesel generator GO service tank, 742A3005.
g) Start the GO transfer pump and transfer the required quantity of

oil.
Illustration 6.7.3a Tank Vents and Overflow System
Funnel Vents Overflow & Vent Pipes
Note* All valve numbers are Located Inside The
Emergency Generator Room prefixed by 744A unless stated Safety Triangle Above Deck 4
otherwise.
65
65
EDG GO Serv.
200
TK (11.73 m3) 100
DECK 5 Port Bunker Station
65
25
65 1066
743A
2038
DECK 4 DECK 4
Void DECK 3
Space Tk
DECK 3 Inside B/5
DECK 2
80 200
300
125
DECK 2 200
300 300 300
300
125
100 100
200
80
125
100
65 HFO Serv.
Tank 10 P 200 200 200 200 200
50 LS 742A (149.8 m3)

3055 DO Serv.
HFO Settl.
125 125 125 125 125 125 125 125 Tank 13P
Tank 10 P
742A (37.4 m3) 300
200 3055 (149.8 m3) 125
200 PW
GO Serv.
Tank 16 Tank 15 P
Inner (24.4 m3) HFO DB
P/S HFO DB 125 125
HFO DB
100 8P
125 100 Tank 10 P 125 Tank 9 P 125
DO DB HFO DB 13/14 P
100
(140.8 m3) (101.26
50 743A DO Overflow Tk 14 P (103.4 m3)
2054 m 3)
15 C (20.7 m3) (64.0 m3)
LS
743A2002 125
150 125 300 HFO DB 125 125
125 125
200
Tank 10C
HFO DB 13/14 C HFO Overflow
(96.30 m3) HFO DB Tk 9 C
125 (87.1 m3) LS DB 10 C 125
HFO DB 15 C 1055 (54.5 m3) (116.72 m3)
HFO Tank (16.7 m3)
17 C 100
125
(265.4 m3) 125
HFO DB
DO DB 14 S HFO DB 13/14 S Tank 10 S HFO DB Tank 9 S 125
(64.0 m3) (103.4 m3) (140.8 m3) (101.26 m3)
100
125 125
HFO DB
80 125 8S
GO Serv.
Tank 15 S HFO Service Tank 10 S
(29.5 m3) (138 m3)
1057
HFO Day Tank 10 S

(142 m3)
Compartment 17 16 Compartment 15 Compartment 14 Compartment 13 12 Compartment 11 Compartment 10 Compartment 9 Compartment 8
Issue: First Illustration 6.7.3a Tank Vents and Overflow System

6.7.3 Tank Vents and Overflow System
Introduction
All tanks are vented to atmosphere. Small tanks within the machinery spaces
which contain small quantities of fluid are vented within their respective
compartments.
Fuel tank overflow and vent pipes are located in the safety triangle above deck
4, the vent pipes terminating at flame arresters in the funnel.
The HFO storage, settling and service tanks overflow into the HFO overflow
double bottom tank located in compartment 10. HFO tanks have combined
vent and overflow pipes.
DO and GO tanks overflow into the DO overflow tank located in compartment

15. DO and GO tanks have combined vent and overflow pipes.
The HFO overflow tank can be pumped out by the HFO transfer pumps, the
contents of the tank can be pumped to the HFO settling tanks, the HFO bunker
tanks or to the shore discharge connection at the bunker stations as required.
The DO overflow tank can be pumped out by the DO transfer pump.
The LO tanks vent at the funnel top through a flame arrester. There is also a
vent via a non-return disk valve at deck 4 level. The tanks served by the LO
vent system are the main lubricating oil tanks and the stern tube oil tanks.
Small miscellaneous oil tanks have individual vents into the compartment in
which they are located.
Waste oil tanks, leak oil tanks and separator drain tanks are provided with a
combined vent, via a flame arrester, at the top of the funnel.
The potable water tanks vent through self-closing check valves fitted with fly
screens. The vent outlets are located above deck 6 level for the forward tanks
and above deck 5 level for the after tanks. Potable water tanks No.7 vent
through self-closing check valves fitted with fly screens located above deck 4
level, the discharge being through the ship’s side.
Sewage vacuum units 1 and 2 vent through a combined vent outlet on the fore
mast and vacuum units 3 and 4 vent through a combined vent outlet at the
funnel. The sewage units vent through a combined vent outlet at the funnel.
The vent outlets are fitted with flame arresters.
Issue: First 6.7.3 Tank Vents and Overflow System Page 1

Illustration 6.7.4a Lubricating Oil Transfer and Bunkering System Port Bunker Station Stbd Bunker Station
PI PI
Funnel Top Stern Tube Filling ESD ESD Stern Tube Filling
1009 1003
PI PI
65
Engine L.O. Filling 1060 Engine L.O. Filling
1012 80 1006
Deck 4
Sludge
Waste Oil System 80
Storage Tank
65 65
(Port)
26m3 80
Sludge
System
DG 3 Circ. DB 12
(Port) 20m3
50
1085 LAH
DG 1 Circ. DB 11
(Port) 20m3
Saturated 1019
731A1248 Steam 1053 1054
Saturated
Steam 65 65
731A 1020
50 65
1133
Saturated
1084 65
731A1247 Steam
80
L.O. DB 12 80
Waste Oil (Port) 71m3
Storage Tank 731A1132 80 80 80 80
(Starboard) Renovated
65 1051
26m3 1093 Oil DB
Saturated
Steam 80 11 Centre 22m3
65 1052
80 Dirty Oil DB 80
1050 11 Centre 25m3 65
1049 1024 1013
L.O. Overflow
L.O. DB 12 DB 12 65
St. Tube Oil St. Tube Oil
Drain DB 15 Storage DB 15 (Centre) 20m3 (Centre) 7.7m3 1079
Centre 17m3 Centre 17m3 65
Saturated From Lube Oil DB
65 65 50 1025 Steam 731A 1083 Separator
To 11 Centre 25m3
65 65 1241 Separator 50 Saturated
50 1064 50
1047 1046 1032 Steam
731A
Dirty L.O. Clean L.O. 1240
Transfer Pump Transfer Pump
Key + PI
10m3/h 5 Bar + PI DG 2 Circ. DB 11
10m3/h 5 Bar 65 65 65 65
(Starboard) 20m3
1031 1030
Lub Oil 1026

Start/Stop 50 50 1027
Vents + PI + PI
65 Saturated
1040 1037 1033 DG 4 Circ. DB 12 731A1237 Steam
Electrical Signal
50 (Starboard) 20m3
All Valve No.s Prefixed 741A
M
Unless Stated 50 Saturated

731A1223 Steam
Issue: First Illustration 6.7.4a Lubricating Oil Transfer and Bunkering System
6.7.4 Lubricating Oil Transfer and Bunkering System Tank Volume 100% (m3) Preparation for the Operation of Loading Lubricating Oil
LO DB storage tank (11) 25
Clean Lubricating Oil Transfer Pump The procedures for loading LO should follow those described for HFO.
LO DB storage tank (12P) 71
Make: Imo To Load Lubricating Oil Bunkers From a Barge or the Shore
LO DB storage tank (12C) 50
Model: ACG 060K6 IVBO LO overflow DB tank (12C) 7.7 At the bunker connection to be used, remove the blank and connect the
Motor: F265 690V 4kW 1150rpm bunkering hose. Arrange a drip tray beneath the connection.
Renovated LO DB tank (11C) 22
Capacity: 10.5m3/h
Dirty LO DB tank (11C) 25 a) Ensure that the blanks on the other bunkering connections are
Dirty Lubricating Oil Transfer Pump secure and that the valves are closed. Ensure that the drain and
No.1 DG circulating DB (11P) 20 sampling valves are closed.
Make: Imo No.2 DG circulating DB (11S) 20
Type: Self Priming IMO Screw Pump b) Open the following valves on the selected lubricating oil storage
Model: ACG 060K6 IVBO No.3 DG circulating DB (12P) 20 tank(s).
Motor: F265 690V 4kW 1150rpm No.4 DG circulating DB (12S) 20
Capacity: 10.5m3/h Description Valve
Stern Tube LO storage DB 17
LO DB storage tank (11) filling valve 741A1013
Stern Tube LO drain DB 17
Introduction LO DB storage tank (12P) filling valve 741A1051
Waste oil storage tank (15S) 26
LO DB storage tank (12C) filling valve 741A1050
Two main bulk storage LO systems are provided, these being for the main Waste oil storage tank (15P) 26
diesel generator engines and for the stern tube systems. (Note! The stern tube LO storage DB does not have a filling valve as it is the
Apart from the waste oil tanks, all tanks listed above are fitted with self-closing only tank connected to the stern tube filling line.)
Each main generator engine has its own separate LO circulation system and the sounding cocks provided with a test cock.
four systems are replenished from the clean engine oil storage tanks. LO from c) Open the valve at the selected bunkering station.
the engine sumps may also be pumped to the dirty LO DB tank and returned The engine sump tanks, main LO storage DB tanks and the LO overflow tanks
to the renovated LO DB tank via the LO separator system. are fitted with a remote quantity indicator with high and low level alarms. Description Valve
Engine sumps, the renovated oil tank and the dirty oil tank have remote
Stern tube lubricating oil is stored in the stern tube oil storage DB tank and temperature indicators with high and low level alarms. The waste oil tanks Engine LO filling valve port 741A1010
there is also a stern tube drain tank which can accommodate oil drained from have local temperature indicators. Engine LO filling valve starboard 741A1006
the stern tubes.
Level alarms are provided for the engine sumps, the LO overflow tank, the Stern Tube LO filling valve port 741A1009
Lubricating oil is stored in the following main storage tanks, located in the stern tube drain tank and the waste oil tanks. Stern Tube LO filling valve starboard 741A1003
machinery space.
Two LO transfer pumps are fitted, one of these is designated as the clean LO d) Establish effective communication between the control room, the
transfer pump and the other the dirty LO transfer pump; both have a capacity bunker barge/shore station and the bunkering station.
of 10m3/h at a pressure of 5.0bar. The clean oil pump is normally set up to take
suction only from the clean LO DB tanks; the dirty oil pump is set up to take e) Signal to the bunker barge/shore station to commence loading
suction from the engine sumps, LO overflow tank, dirty oil tank and stern tube lubricating oil at a slow rate.
drain tank. By means of removable blanks, the two pumps may be arranged to
take suction from any of the tanks. Pumps are started and stopped locally. f) Check the ship to bunker barge/shore station connection and
pipeline for leaks.
There are steam heating coils fitted in the engine sump tanks, the renovated oil
tank, the dirty oil tank and the waste oil tanks. The waste oil tanks are emptied g) Check that LO is flowing into the correct storage tank and not to
by means of the sludge oil pump (see sludge system). any other tank.
Separate main and stern tube LO filling lines are provided at each bunker h) Speed up loading to the agreed maximum rate.
station (port and starboard).
Issue: First 6.7.4 Lubricating Oil Transfer and Bunkering System Page 1
Illustration 6.7.4a Lubricating Oil Transfer and Bunkering System Port Bunker Station Stbd Bunker Station
PI PI
Funnel Top Stern Tube Filling ESD ESD Stern Tube Filling
1009 1003
PI PI
65
Engine L.O. Filling 1060 Engine L.O. Filling
1012 80 1006
Deck 4
Sludge
Waste Oil System 80
Storage Tank
65 65
(Port)
26m3 80
Sludge
System
DG 3 Circ. DB 12
(Port) 20m3
50
1085 LAH
DG 1 Circ. DB 11
(Port) 20m3
Saturated 1019
731A1248 Steam 1053 1054
Saturated
Steam 65 65
731A 1020
50 65
1133
Saturated
1084 65
731A1247 Steam
80
L.O. DB 12 80
Waste Oil (Port) 71m3
Storage Tank 731A1132 80 80 80 80
(Starboard) Renovated
65 1051
26m3 1093 Oil DB
Saturated
Steam 80 11 Centre 22m3
65 1052
80 Dirty Oil DB 80
1050 11 Centre 25m3 65
1049 1024 1013
L.O. Overflow
L.O. DB 12 DB 12 65
St. Tube Oil St. Tube Oil
Drain DB 15 Storage DB 15 (Centre) 20m3 (Centre) 7.7m3 1079
Centre 17m3 Centre 17m3 65
Saturated From Lube Oil DB
65 65 50 1025 Steam 731A 1083 Separator
To 11 Centre 25m3
65 65 1241 Separator 50 Saturated
50 1064 50
1047 1046 1032 Steam
731A
Dirty L.O. Clean L.O. 1240
Transfer Pump Transfer Pump
Key + PI
10m3/h 5 Bar + PI DG 2 Circ. DB 11
10m3/h 5 Bar 65 65 65 65
(Starboard) 20m3
1031 1030
Lub Oil 1026

Start/Stop 50 50 1027
Vents + PI + PI
65 Saturated
1040 1037 1033 DG 4 Circ. DB 12 731A1237 Steam
Electrical Signal
50 (Starboard) 20m3
All Valve No.s Prefixed 741A
M
Unless Stated 50 Saturated

731A1223 Steam
Issue: First Illustration 6.7.4a Lubricating Oil Transfer and Bunkering System
i) As the level in the LO storage tank approaches 95%, close in the g) Note the reading on the LO flow meter, 741A1034. Dirty Oil Transfer from Diesel Generator Sumps, Stern Tube Drain
filling valve to top up the tank slowly. Tank and the Dirty Oil Tank to the Waste Oil Storage Tanks
h) Start the clean LO transfer pump and stop when the required
j) Signal to the bunker barge/shore station to further reduce the flow quantity of oil has been transferred. Close all valves. a) Open the suction valve on the DG circulating DB tank from which
rate until the tank is full and then signal to stop. LO is to be taken.
Dirty Oil Transfer from Diesel Generator Sumps and the Stern Tube
k) Close the valve at the bunkering connection. Drain Tank to the Dirty Oil Tank Tank Description Valve
No.1 Diesel generator circulating DB (11P) filling valve 741A1013
l) Open the vent at the filling connection and allow the hose to drain a) Open the suction valve on the tank from which LO is to be taken.
back to the supplier. No.2 Diesel generator circulating DB (11S) filling valve 741A1012
Tank Description Valve)
m) Disconnect the hose connection and replace the blank.
No 4 Diesel generator circulating DB (12S) filling valve 741A1030
n) Close all the tank filling valves. No.2 Diesel generator circulating DB (11S) filling valve 741A1012 Stern Tube LO drain DB tank 741A1064
No.3 Diesel generator circulating DB (12P) filling valve 741A1054 (Remove blank 741A1063)
To Transfer Lubricating Oil Using the Lubricating Oil Transfer Pump(s)
No.4 Diesel generator circulating DB (12S) filling valve 741A1030 b) Ensure that the dirty LO transfer pump non-return suction line
Clean Oil Transfer
Stern Tube LO drain DB tank. 741A1064 valve, 741A1025, is open.
(Remove blank 741A1063)
a) Open the suction valve on the clean oil DB tank from which LO
c) Open the dirty LO transfer pump suction valve, 741A1047.
is to be taken.
b) Ensure that the dirty LO transfer pump non-return suction line
Description Valve valve, 741A1025, is open. d) Ensure that the dirty LO transfer pump non-return discharge line
valve, 741A1040, is open.
LO DB storage tank (11) suction valve 741A1013 c) Open the dirty LO transfer pump suction valve, 741A1047.
LO DB storage tank (12P) suction valve 741A1051 e) Open the inlet valve to the dirty LO DB tank, 741A1083. Check
d) Ensure that the dirty LO transfer pump non-return discharge line that the inlet valves to the waste oil storage tanks, 741A1084 and
LO DB storage tank (12C) suction valve 741A1050 valve, 741A1040, is open. 741A1085, are closed.
b) Ensure that the clean LO transfer pump non-return suction line
valve, 741A1049, is open. e) Open the inlet valve to the dirty LO DB tank, 741A1083. (Check f) Start the dirty LO transfer pump and stop when the tank is empty.
that the inlet valves to the waste oil storage tanks, 741A1084 and Close all valves.
c) Open the clean LO transfer pump suction valve, 741A1046. 741A1085, are closed.)
d) Ensure that the clean LO transfer pump non-return discharge line f) Start the dirty LO transfer pump and stop when the tank is empty.
valve, 741A1037, is open. Close all valves.
e) Open the clean LO transfer pump line discharge valve,

741A1033. Check the discharge line non-return valve, 741A1032,
is open.
f) Open the filling valve on the tank to which the clean oil is to be
pumped:
Tank Description Valve

No.2 Diesel generator circulating DB (11S) filling valve 741A1008
No.4 Diesel generator circulating DB (12S) filling valve 741A1007
Issue: First 6.7.4 Lubricating Oil Transfer and Bunkering System Page 2
Illustration 6.7.5a LO and FO Drain System Comp 15 Comp 14 Comp 13 Comp 12 Comp 11 Comp 10 Comp 9 Comp 8
Boiler Burner Boiler Burner Bunker Station Sep. Drain Tank 10(Port)
Comp 17 1045 1038 Deck 4
32 DG 1+2
32 50 32 FO Mix
HPP HPP Emerg. LO Tk 1 Emerg. LO Tk 2 Emerg. LO Tk 2 Emerg. LO Tk 1 HFO Unit Tube
Em gen
Deck 3
GO Tank 32
50 32 50 Vent &
FO Booster P/Ps Overflow
Waste Oil Waste Oil 50 50
Deck 8 HPP Rm 32
Store Tk 15 Store Tk 15 To Sludge
(Stbd) (Port) Engine LO Double Oil Pump
Deck 2 FO Sep. 3 P/P
LO P/Ps Filter
32
Stern Tube Port
Comp 16 32 32
Oil Header Tank HFO Transfer P/P Leak Oil
Emerg. DB 10
Diesel 50 DG DG 32 (Port)
Gen 2 32 3 1 2.86m3
Mesh Auto Filter/ 1016
Filter Cooler 1013
HFO
Emerg. 1035 Sludge Service 1015
1048 32 32 Tank 10
Diesel Oil
Drip Tray Stern Tube Tank (Port)
Gen 1 50 32
For Stern Tube Oil Filling Pump
Port 32 To Sludge 20
Oil Pump 65 20
50 50 HFO
Vent & 32
1052 1053 32 DB 8
GO Overflow
32 DO Serv (Port)
50 50 65 50 Tk 15 Tk 13 1041
(Port) 1023
1030 (Port) 1031 HFO
Settling
Tank 10 20
32
Miscellaneous 65 65 (Port)
Oils 1024 Leak Oil
DB 11/12 1032 Engine Mesh 20 32
LO Double Auto Filter/ LO P/Ps Filter
Filter Cooler (Port) 20
1037 40 5.18m3
32 1025 32
50 65 32 32 1008
32 32 65 32 40 1047 65
20 50 1033 HFO
HFO
Settling
LO Double 1034 65 Engine Mesh 32 DB 8
Tank 10
Filter LO P/Ps Filter (Stbd)
(Stbd)
1036 32 32
Auto Filter/ 20
32 LO Transfer P/P Leak Oil 32
Drip Tray GO DO/GO Cooler 1021 20
Tk 15 Supply P/Ps DB 11/12 65
For Stern Tube 32 1022
(Stbd) (Stbd)
Stbd 1012 65 1027 65 1005
3.89m3 HFO
40 65
1046 1020 Service
1026 Tank 10
40 20
(Stbd)
1051 Vent & 1054
50
Overflow
50 20
Vent & To Sludge
Overflow Waste Oil Oil Pump 32 32 1010
Collection
To Sludge Tk 15
Oil Pump (Stbd) 50
Mesh Auto Filter/
Filter Cooler Leak Oil
1003
DG DG DB 10
40 4 32 32 2 (Stbd)
Sludge
FO Sep. 3 P/P 2.86m3
Settling 1002
Tk 13
Leak Oil (Stbd)
Engine 32
DB 15 LO Double Boiler FO Unit
(Stbd) LO P/Ps Filter To Sludge
4.95m3 Oil Pump
32 32 32
FO Supply P/Ps
Vent &
Stern Tube Stbd Overflow Key
50
Oil Header Tank 50 32
Emerg. LO Tk 2 Emerg. LO Tk 1 HFO Unit
Sludge Pumps Leak Oil
50 32 DG 3+4
32 32 Emerg. LO Tk 1 Emerg. LO Tk 2 Sep. Drain Tank FO Mix All Valve No.s
Bunker Station
32 Tube Prefixed 747A Unless
32 50 32 Stated
Issue: First Illustration 6.7.5a Lubricating Oil and Fuel Oil Drain System
6.7.5 Lubricating Oil and Fuel Oil Drain System Leak Oil DB 11/12P Bunker station starboard
Diesel generator No.1 double filter Emergency LO tank 1
Introduction
Diesel generator No.3 double filter Emergency LO tank 2
All equipment and storage tanks in the engine room containing lubricating oil
Diesel generator No.1 FO line drain Emergency LO tank 1
or fuel oil are provided with save-alls or similar devices. These collect any spilt
oil, oil leaked from glands or seals, or oil which has drained from tanks when Diesel generator No.3 FO line drain Leak Oil DB 15S
sludging to remove water. This oil flows, by means of gravity, to one of five
Diesel generator No.1 turbocharger oil drain Sludge pumps
leak oil tanks. Two of these are situated forward, leak oil DB 10P (2.86m3
capacity) and leak oil DB 10S (2.86m3 capacity), two midships, leak oil DB Diesel generator No.3 turbocharger oil drain Sludge settling tank
11/12P (25.18m3 capacity) and leak oil DB 11/12S (3.89m3 capacity) and
Diesel generator No.1 magnetic LO filter Sludge oil tank
another aft; leak oil DB.15S (4.95m3 capacity).
Diesel generator No.3 magnetic LO filter Waste oil collecting tank
The leak oil tanks are vented and fitted with overflow pipes. Oil flows into the
Diesel generator No.1 LO cooler drain Gas Oil tank
leak oil tanks via non-return valves.
Diesel generator No.3 LO cooler drain Gas Oil tank 15P
Each leak oil tank receives oil from save-alls at particular locations as follows:
Diesel generator No.1 attached pump drain Miscellaneous oil tanks
Leak Oil DB 10P Diesel generator No.3 attached pump drain Stern tube oil header tanks
Separator drain tank 10P Boiler burners Stern tube oil filling pump
FO mixing tube, diesel generator No.s 1 and 2 Bunker station port Stern tube drip tray (via hand pump)
HFO unit, diesel generator No.s 1 and 2 Emergency LO tank 1 Waste oil storage tanks 15P/S
Booster pump, diesel generator No.s 1 and 2 Emergency LO tank 2
Emergency Diesel Generators
HFO transfer pump, diesel generator No.s 1 and 2 Emergency LO tank 1
There are no intermediate valves on the leak oil lines, but leak oil tanks are
FO separator pump DO service tank
provided with inlet non-return valves as follows:
HFO service tank 10P DO/GO supply pumps
Leak Oil DB 10P:
HFO service tank 10P Leak Oil DB 11/12S 747A1016 and 747A1015 (from HFO service and settling tanks).
Leak Oil DB 10S Diesel generator No.2 double filter
Leak Oil DB 10S:
Separator drain tank 10S Diesel generator No.4 double filter 747A1002 and 747A1003 (from HFO service and settling tanks). Non-return
FO mixing tube, diesel generator No.s 3 and 4 Diesel generator No.2 FO line drain valve 747A1010 (from HFO DB 8P and 8S).
HFO unit, diesel generator No.s 3 and 4 Diesel generator No.4 FO line drain Leak Oil DB 11/12P:
HFO supply pump Diesel generator No.2 turbocharger oil drain 747A1033, 747A1032, 747A1031, 747A1034, 747A1023, 747A1024,
747A1025, 747A1053.
Aalborg Sunrod fuel system Diesel generator No.4 turbocharger oil drain
FO separator pump Diesel generator No.2 magnetic LO filter Leak Oil DB 11/12S:
747A1021, 747A1022, 747A1020, 747A1054, 747A1029, 747A1026,
HFO service tank 10S Diesel generator No.4 magnetic LO filter 747A1027.
HFO service tank 10S Diesel generator No.2 LO cooler drain
Leak Oil DB 15S:
HFO DB 8P Diesel generator No.4 LO cooler drain 747A1012, 747A1061.
HFO DB 8S Diesel generator No.2 attached pump drain
These non-return valves will always be open. The leak oil tanks are emptied by
Diesel generator No.4 attached pump drain means of the sludge oil pumps, the contents of the leak oil tanks being pumped
to the sludge settling tank.
Issue: First 6.7.5 Lubricating Oil and Fuel Oil Drain System Page 1
6.7.6 Quick Closing Valve System 5 GO service tank 15 S d) Ensure that the hydraulic actuation system is pressurised after any
transfer pump suction valve 742A3001 set of valves has been actuated to ensure that other valves may be
Introduction closed if necessary
5 Sludge oil tank 14 (incinerator) 771A1804
Quick closing valves are fitted to oil lines in the machinery compartments and 6 DO service tank 13 P filling and suction valve 743A2026 Procedure for Opening and Resetting a Quick closing Valve after
other spaces so that, in the event of leakage, fire or other serious situation, the Actuation
6 DO service tank 13 P separator suction valve 743A1014
valve may be closed quickly from a remote location. The valves are of the stop
type but they are spring loaded. When the holding mechanism is released the 7 D/G No.s 3 and 4 mixing tank outlet valve 745A1061 a) Ensure that it is safe to open the valve(s) before attempting to
spring force closes the valve instantly. After closing, the valve must be opened enter the space where the valve(s) is located.
7 Separator drain tank 10 S outlet valve 771A1002
manually using the handwheel. The valve may also be closed manually using
the handwheel should this be required. 7 Boiler fuel oil mixing tank outlet valve 754A2001 b) Turn the valve handwheel fully in the close direction (clockwise);
this will lift the setting nut to the upper position.
8 HFO settling tank 10 S
The valve quick closing actuator is driven hydraulically, oil pressure acting on filling and transfer valve 744A1027
a piston which moves the release lever. The release lever unlocks the setting c) Put the release mechanism in the hooked up position by moving
nut allowing the spring to close the valve. 8 HFO settling tank 10 S separator suction valve 745A3035 the lever towards the release cylinder. The spring attached to the
cylinder will keep the lever in the correct position. The hydraulic
8 HFO DB tank 8 S filling and suction valve 744A1002
The quick closing valve release station is located in the machinery safety actuation piston will be out after quick closing of the valve and
centre on deck 4. At the release station are 12 release actuators which send 9 HFO service tank 10 S this piston must be pushed back into the cylinder before the
hydraulic pressure to the valves when they are operated. The hydraulic system filling and transfer valve 744A1028 release mechanism is hooked up.
is pressurised by means of a power pack unit which is kept under pressure at 9 HFO service tank 10 S
all times. Quick release valves are grouped together in circuits so that one engine supply suction valve 745A1006 d) The release mechanism has now engaged the setting nut which
release actuator will close a number of valves, the groups being selected so that will now remain in the upper position.
10 HFO service tank 10 P
all quick release valve in a particular area are operated by one release actuator.
filling and transfer valve 744A1022
A further release actuator is located on the aft mooring deck by the gravity tank e) Turn the valve handwheel in the opening direction (anti-
for the thrusters and this closes the outlet valve from the emergency diesel 10 HFO service tank 10 P clockwise) and stop turning when the mechanical stop is reached.
generator GO service tank . engine supply suction valve 745A1001 The valve is now in the fully open position and ready for quick
11 HFO settling tank 10 P release.
Valves are grouped and numbered as in the following table. filling and transfer valve 744A1023
Procedure for Closing the Valve by means of the Handwheel
11 HFO settling tank 10 P separator suction valve 745A3001
Actuator Quick Release Valve Description Number
11 HFO DB tank 8 P filling and suction valve 744A1001 a) Turn the valve handwheel in the close direction (clockwise).
1 Stern tube header tank 15 P outlet valve 741A2208
12 D/G No.s 1 and 2 mixing tank outlet valve 745A1112
1 Waste oil storage tank outlet valve 771A1033 b) As the valve handwheel is turned, the setting nut is moved to the
12 Separator drain tank 10 P outlet valve 771A1001 top of its section of the body and this cancels the release
1 Boiler burner No.1 745A2021 (actuator located on mooring deck aft) mechanism. This allows the valve to move downwards under the
2 HFO tank 17 C outlet valve 744A1152 13 Emergency gen. GO service tank outlet valve 743A4011 action of the handwheel.
2 GO tank 15 P outlet valve 742A4002 c) Further turning of the handwheel forces the valve disc hard
Procedure for Closing Quick Closing Valves
2 GO service tank 15 S outlet valve 742A4001 against its set.
The hydraulic actuating system is pressurised at all times and the system is
3 Stern tube header tank 15 S outlet valve 741A2194
always ready for operation.
3 Waste oil storage tank outlet valve 771A1032
a) For the valve(s) selected for closure, operate the appropriate
3 Boiler burner No.2 745A2022 actuator.
4 Waste oil collection tank 15 S outlet valve 771A1031
b) Release the actuator to relieve pressure from the actuation system.
4 Sludge settling tank upper outlet valve 771A1041
4 Sludge settling tank lower outlet valve 771A1043 c) All valves connected to the same actuator will be closed.
5 GO tank 15 P transfer pump suction valve 742A3002
Issue: First 6.7.6 Quick Closing Valve System Page 1

6.8.1 Accommodation Air Conditioning Plant The heating water system consists of two available pumps and calorifiers to Normal system control can be carried out from the Engine Control Room using
heat and circulate the hot water to the fan units. The water is maintained at the Sequence Control Panel within the IMACs system.
Compressor between 60°C and 80°C.
Type YDHA - 90 SD Centrifugal J4 The Sequence Control Panel allows the following functions:
Capacity 6100kW The chilled and heated water is passed through separate banks of finned tubes.
Motor Power 1350kW Selection of the return chilled water temperature
The fans draw air over these tube banks. In the case of the chilled water, the
Motor Speed 3570rpm air will be cooled and in the case of the hot water, the air will be heated. Starting and stopping order of the chillers as the load fluctuates, the
Compressor Speed 8451rpm Controls on the fan unit serve to mix the air to ensure optimum conditions of selections being: 1-2-3 or 2-3-1 or 3-1-2
temperature and humidity.
Condenser Selection of the standby unit should a running unit fail
Type CM 48/16 Compressors and Control The starting and stopping of the units, in response to load fluctuations, is
Number of Passes 2
The centrifugal water chillers are monitored and controlled by an OP7 micro- programmed as follows:
Cooling Medium Sea Water
Sea Water Temp. 32°C processor control unit with a data link to the IMACs system. Chilled water If the lead unit is running and the return chilled water temperature is above the
Sea Water Flow Rate 1,155m3/h circulates through all of the chiller evaporators, but the number of machines set point plus 1°C (adjustable) after a specific time, a second unit is
Condensing Temp. (Full Load) 41.2°C running at any one time is load dependant. automatically started. The capacity of the second unit will increase
automatically until the set point is reached.
Each compressor is of the centrifugal single stage type and uses R134A as the
Evaporator
refrigerant. The compressor is driven by an open, drip proof, squirrel cage,
Type Flooded 54/16 If two units are running, and the return chilled water temperature is above the
water cooled induction motor. The drive is transmitted through a flexible disc
Number of Passes 2 set point plus 1°C after a specific time, the third unit is automatically started
coupling. Gearing is used to increase the motor speed of 3570rpm to the
Chilled Medium Fresh Water and increases capacity automatically until the set point is reached.
compressor speed of 8451rpm. This gearbox is built into the compressor
Chilled Water Inlet Temp. 12°C
housing.
Chilled Water outlet Temp. 6°C When three units are running at less than 60% (adjustable) of their rated
Chilled Water Flow Rate 872.3m3/h Lubricant is force fed to all the bearings, gears and rotating surfaces by an oil capacity after a specific time, the third unit is stopped.
Evaporating Temp. (Full Load) 4.7°C pump which operates prior to the compressor starting. The pump runs
continuously during operation and also during run down. There is a gravity When two units are running at less than 40% (adjustable) of their rated
Chilled Water Pumps feed oil reservoir built into the top of the compressor. This provides lubrication capacity, after a specific time, the second unit is stopped.
Make: Klaus Union during run down in the event of a power failure. The oil pump is situated in an
Type: SLM N 250-315-250 S4 oil reservoir, separate from the compressor, with a thermostatically controlled The machinery room is constantly monitored for escaped refrigerant.
Capacity: 786m3/h heater to remove any refrigerant from the oil. A replaceable oil filter cartridge
Motor: 138kW 1750rpm is externally mounted.
Reheat Pumps The compressor has a capacity control which is variable between 10% and
Make: Klaus Union 100% of the full load capability. To achieve this, an external electric pre-
Type: SLM N 150-315-250 S2 rotation vane actuator automatically controls the vane position. This ensures a
Capacity: 355m3/h constant arriving chilled liquid temperature is maintained.
Motor: 38.8kW 1750rpm
The evaporator unit is of the shell and tube type with the chilled water passing
General System Description through the tubes and the expanding gas passing over the tubes. The condenser
is cooled by sea water supplied by a separate pump. The condenser is also of
On a vessel the size of Aurora, it is not practical to pipe refrigerant to the air the tube and shell type with the water passing through the tubes and the
handling fan units for air conditioning due to the system size and quantity of condensing gas around the tubes. The condenser is fitted with a Cathelco
gas required. Aurora utilises a chilled and heating water system for climate antifouling system. The evaporator, condenser and compressor are mounted
control. together on a frame and form an integral unit.
Three marine centrifugal water chillers maintain the chilled water supply to the
fan units at 6°C. One pump for each chiller unit circulates the chilled water to
all the fan units.
Issue: First 6.8.1 Accommodation Air Conditioning Plant Page 1

Illustration 6.8.1a Accommodation Air Conditioning Plant Chilled Water System
AC 4-7,
AC 5-7 AC 4-6,AC5-6, AC AC
5-5, 9-5, AC 4-4,
AC 9-4, ACAC5-3, 6-3, AC 5-2,
AC 6-2,
10-7, 13-7 9-6, 10-6, 13-6 10-5, 13-5 13-4.1, 13-4.2 8-3, 9-3, 14-3 8-2, 12-2, 14-2
Deck 3 Deck 3
250 100
Elec
Fan Coil ACAC
3-1
Deck 2 Wk Shop Deck 2
250 100
1294 1295 1193 1192 1189 1188 1185 1184 1179 1178 1174 1175
1194
250 400 450 450 400 300
250 400 450 450 400 300
Fire Zone 7 1195 Fire Zone 6 Fire Zone 5 Fire Zone 4 Fire Zone 3 Fire Zone 2 Fire Zone 1
600
600
PDIAH Analysing
Equipment
No.1 AC Unit 1296
Connection 600
6100kW
874m3/h 9 bar
1465
1243 TI
Dosing 1801 Key
1468
PI TI TI TI TI PI FS PI TI
400 400
400 400
Sea Water
1248 1240 1239 1238 PI 1232
No.1 Chilled Water Pump Air
1231 874m3/h 3.8 - bar
PDIAH Electrical Control/
400 Instrumentation
No.2 AC Unit
6100kW 400 PI 500
Potable Water
874m3/h 9 bar 1469
1260 TI
1472
TI TI
PI TI TI PI FS PI Note* All valve numbers are
400 400 prefixed by 713A unless stated
400 400 otherwise.
1265 1257 1256 1255 PI 1249
No.2 Chilled Water Pump
1230
400 874m3/h 3.8 - bar
PDIAH
500 400
No.3 AC Unit
6100kW 400
874m3/h 9 bar 1473
1278 400 TI
1476
PI TI TI TI TI PI FS PI
400 400 600
400 400
1283 1275 1229 1274 1273 PI 1267
400 No.3 Chilled Water Pump 6 bar
874m3/h 3.8 - bar IMACS
1804
150 Drain To 1266
TI Bilge
1223 TI
150 Filling
250 300
M M 400 Manually LS PI
1221 Activated From Working
1216 LIAH
& Control Air Sytem
LI 1207 1201
M
9 bar 9 bar Chilled 50
1225 Steam 1220 Steam IMACS LIAL
Expansion Water
Preheater 1 Preheater 2 1204
M
600 3 3 1286 1285 1284 Tank
150 115m /h - 2850kW 150 115m /h - 2850kW
1228 PI TI 1219 PI TI 1214 Technical Water
200 (Engine Room 1205 450 1203
Potable) System 1287
1208 250 300
Drain Connection 400
TS TI Drain
1289 (Mounted at Lowest Point In System) 600 600 600
Issue: First Illustration 6.8.1a Accommodation Air Conditioning Plant Chilled Water System
Illustration 6.8.1b Accommodation Air Conditioning Plant Heating Water System
AC 4-7, 5-7 AC 4-6, 5-6, AC 5-5, 9-5, AC 4-4, 9-4, AC 5-3, 6-3, AC 5-2, 6-2,
AC AC ACAC AC AC
10-7, 13-7 9-6, 10-6, 13-6 10-5, 13-5 13-4.1, 13-4.2 8-3, 9-3, 14-3 8-2, 12-2, 14-2
Deck 3
100 100 32
100 100 100 100 80 80 80 80
AC 3-1 Deck 2
32
80 80
1065 1066 1062 1063 1048 1049 1053 1054
1068 1056
100 125 150 125 100 100
125 150 125 100 100
Fire Zone 7 Fire Zone 6 1069 Fire Zone 5 Fire Zone 4 Fire Zone 3 1057 Fire Zone 2 Fire Zone 1
200 200
200
200
200 200
Drain Connection 1001 6 bar 50

(Mounted At Lowest Heating Water
Point In System) Expansion 1804
Drain To
Control Tank Bilge
Connection For Air 1043
PDIAH
Analysing System Engine Room Steam System PI
LS From Working
1002 Equipment & Control Air Sytem
20 LIAH LI
M
1077 No.1 AC
LIAL
Reheater 9 bar
3395kW 146m3/h 1032
TI 1079
PI TI TI PI Manual
200 200 200 150
Filling
50
1019 PI 1025 1026 1027 1033
1029 32
No.1 AC 1044
Reheating Pump
292m3/h 3.2 - bar 200
Drain 25
1038 1039 1040 Drain
IMACS
32 From Technical Water
TI PI 5.5 bar
TIAH 32 (Engine Room Potable)
PI TI TS 1041
1035 System
125 200
PDIAH
1801 Engine Room Steam System

20
M
200
1080 No.2 AC Key
Reheater 9 bar
3395kW 146m3/h 1017
TI 1078 Sea Water
PI TI PI TI
200 200 200 150 Air
1004 PI 1010 1011 1012 1018
1014 Electrical Control/
No.2 AC Instrumentation
Drain No.1
Reheating Pump
Dosing 292m3/h 3.2 - bar Steam
IMACS
Condensate
prefixed by 715A unless stated Potable Water
otherwise.
Issue: First Illustration 6.8.1b Accommodation Air Conditioning Plant Heating Water System
Chilled Water System Refrigerant R134A Open No.2 pump suction 1249
Open No.2 pump discharge 1256
The chilled water system is filled with treated fresh water. Anti-corrosion R134A is a relatively new refrigerant and has the advantage of being non-toxic
inhibitors are dosed and their level monitored with chemical tests. A dosing and odourless. However, some precautions are necessary. Open No.2 pump filter unit inlet 1469
unit is provided and feeds added chemical into the return line within the
Open No.2 pump filter unit outlet 1472
machine room. Never use a torch or attempt to repair a line containing R134A until it is certain
that all gas has been pumped out of the section of the pipe to be repaired. The Open No.3 pump suction 1267
Three pumps are provided, one for each chiller unit. These take suction from area should be well ventilated and the line valved off.
the return line via an in-line filter and discharge into the inlet water box of the
chiller unit. Each pump has a flow rate of 874 m3/h at a pressure of 3.8bar. The Refrigerant R134A in contact with an open flame decomposes into phosgene, Open No.3 pump filter unit inlet 1473
cooled water leaves the chiller and enters the chiller units header rail where its a highly toxic gas.
temperature is monitored by the control system.
Always wear goggles, when handling R134A or servicing equipment in which Open No.1 chiller inlet 1240
The system is fitted with two 2850kW steam preheaters. Should the outside air it is contained, to avoid the possibility of liquid refrigerant coming into contact
temperature result in the chilled water temperature falling too low, the IMACs with the eyes. Do not work in a closed space where R134A may be leaking Open No.1 chiller outlet 1248
system will initiate heating to maintain the temperature. The flow rate of the unless adequate ventilation is provided. Open No.2 chiller inlet 1257
water is also controlled by the IMACs system by opening or shutting valves on
two reducing bypasses. Procedure for Starting the Accommodation Air Conditioning Plant Open No.2 chiller outlet 1265
Open No.3 chiller inlet 1275
A hydrophore tank maintains a head of pressure on the system and is used to Chilled Water System
make up any loss of water. This tank also acts as an expansion tank. This Open No.3 chiller outlet 1283
configuration means the system is a totally enclosed system with less risk of The hydrophore tank is fitted with automatic filling via a solenoid valve Closed System drain to bilge 1289
bacterial infestation. The level is manually maintained by the addition of either controlled by a level detecting switch.
compressed air or water. A safety valve is set to relieve at 6.0bar. The chilled Open 158mm orifice inlet 1205
water is now distributed to the fan units and other consumers. The chilled The valves should be set as follows: Open 195mm orifice inlet 1201
water returns to the pump suctions.
To Prepare the Chilled Water System Open No.1 pump discharge to heaters 1231
Heating Water System Open No.2 pump discharge to heaters 1230
a) Prepare the hydrophore tank valves as follows:
The system is designed to supply hot water to the fan units for heating or Position Description Valve Open No.3 pump discharge to heaters 1229
reheating of the incoming air. The system is filled with treated fresh water. Open Water inlet to No.1 steam preheater 1223
Anti-corrosion inhibitors are dosed and their levels monitored with chemical Open Inlet to solenoid valve 1286
tests. A dosing unit is provided and feeds added chemical into the return line Open Outlet from solenoid valve 1284 Open Water outlet from No.1 steam preheater 1228
within the machinery room. Open Water inlet to No.1 steam preheater 1221
Shut Solenoid bypass 1287
Two pumps take suction from the return line through in-line filters and into the Open Valves to gauges and instrumentation Open Water outlet from No.1 steam preheater 1219
steam heated calorifiers. Each pump has a flow rate of 292m3/h. The IMACs Inlet to 225mm orifice 1216
system monitors and controls the pumps and steam heating. The heated water Shut Drain to bilge 1208
is now distributed to the fan units. Open Hydrophore to system valve 1266 Outlet from 225mm orifice 1214
A hydrophore tank maintains a head of pressure on the system and is used to b) Use the hydrophore tank air supply to balance the water level.
d) Open all the cocks and valves to gauges and instrumentation.
make up any losses of water. The hydrophore tank also acts as an expansion
tank. This configuration means the system is a totally enclosed system, with c) Prepare the system valves as listed below:
e) Vent any air from strainers, filters, pump casings and chiller units.
less risk of bacterial infestation. The level is manually maintained by the
addition of either compressed air or water. A safety valve is set to relieve at
6bar. Open No.1 pump suction 1232
Open No.1 pump filter unit inlet 1465

Sea Water Cooling to the Condensers Start Up of Compressors and Pumps LOCAL Operation
a) Prepare the system valves as follows: The machines are designed to operate in either fully automatic or local mode. a) Select LOCAL CONTROL on the machine sequence panel.
In fully automatic mode the sequence panel controls the starting and stopping
Position Description Valve of the machines in accordance with the required cooling load. The machines b) Turn the selector switch to RUN.
Open No.1 pump suction from sea water crossover 9 2014 may also be directly started from the IMACs. In Local mode the machines are
started and stopped from their local control panel. Ensure that all the sea water The sequence will then begin and continue as described above. The main
Open No.1 pump discharge 2018 and chilled water valves are in the correct position and that all pumps are difference when operating in LOCAL control is that the machine will control
Open No.1 condenser outlet 2050 available. The compressor oil level should be visible in the lower glass. To run its own chilled water temperature set point, as opposed to controlling the
the machines in full automatic mode: common set point when in full automatic mode. All alarms and shutdowns will
Open No.1 condenser overboard 2023
continue to operate as in REMOTE mode.
a) Each machine should be in the REMOTE mode at the sequence
Closed Dry dock inlet connection 2013 control panel. To change between LOCAL and REMOTE mode,
Open No.1 pump vent valve 2053 press K1 screen and then F1. This selects Evaporator control. The
operator should use the shift and down keys to change modes.
Open No.2 pump suction from sea water crossover 9 2024
Open No.2 pump discharge 2028 b) Turn the selector switch from STOP to RUN.
Open No.2 condenser outlet 2031 c) In REMOTE mode, the main central sequence control panel must
be selected to ON.
Open No.2 condenser overboard 2034
This selection is to allow the panel to interface with the IMACs. The chilled
Open No.2 pump vent valve 2052
water delivery temperature can also be controlled from there. The machine
Open No.3 pump suction from sea water crossover 9 2035 should also be selected to REMOTE on the IMACs and the starting sequence
checked for the LEAD/LAG machine and adjusted accordingly.
Open No.3 condenser outlet 2042 In REMOTE, the sequence control panel will constantly calculate the required
load and start/stop units accordingly. If one machine reaches full load (100%
Open No.3 condenser overboard 2045 PRV position) and the chilled water temperature deviates more than one degree
Closed Dry dock inlet connection 2006 centigrade, then the compressor start up procedure will commence.
The panel will communicate with the PMS via the IMACs to check if there is
Open No.3 pump vent valve 2051 sufficient available power to allow for the starting of a machine. This because
the starting current of a compressor is extremely high. Starting is direct on line
b) Vent any air from strainers, filters, pump casings and chiller units.
and can be 4.5 times full load current (approximately 650 amps).
If there is sufficient available power then the IMACs will return a start signal
and the starting procedure begins. If insufficient power is available, the next
selected standby generator will be started and connected to the switchboard.
This then rectifies the situation and a start signal is then passed to the sequence
control panel.Once running, the incoming machine will increase load until the
chilled water set point is achieved, at which point the machines will load share.
d) Ensure that the Cathelco anti-corrosion system for the condenser

is switched on.
The machine is now operating in full automatic mode.

Illustration 6.8.2a Accommodation Air Conditioning Services
Cabin Unit
Air Heating Air Flow

Damper Element
Supply To Room
For VAV
Overheat
Flow Sensor
Sensor
Temperature
Sensor
Damper 230 VAC

AC Compressor Room Motor Room Climate
Power
Control Unit Supply
Rooms / Cabins
Air Flow Supply

To Rooms / Cabins
Chilled Water
User
Panel
AC Fan
AC Chiller Unit
6100kW
874m3/h Master Unit
AC Fan
User
Panel
MicroVent
Cabin Unit Microprocessor
Unit
Key AC Station
Cooling Water
Slave Unit
Air
Electrical Signal
Issue: First Illustration 6.8.2a Accommodation Air Conditioning Services

6.8.2 Accommodation Air Conditioning Services Cabin Climate Control

M M
Air
Description of the Air Handling Units Outlet The climate control unit consists of:
There are twenty seven fan rooms in total. They are distributed throughout the Damper Exhaust Fan Damper
M 1) The user panel, located on the bulkhead. The required room
ship from deck 3 through to deck 14. These rooms house a total of 222 fans temperature is selected by the use of up or down buttons with an
Recirculated Air
supplying air within the ship. Seventy of these are air conditioning units LED display indicating the position.
supplying treated air.
Recirc. 2) The flow sensor, which is interlocked with the heater element.
%
Damper
The air treatment units are fabricated units with easily detachable internal units
built up within. They are double skinned with insulation between the two skins 3) The room climate control unit. This is a microprocessor controller
Rooms
to prevent external effects on the air and condensation. M
Cooler Unit Reheat Unit
M used to operate the various controllable parts of the system.
Air
Inlet
A fan within the unit draws a mixture of fresh outside air and recirculated air 4) The temperature guard sensor. The heater element will be
from the accommodation into the unit through filters. This air passes through switched off if the air flow temperature exceeds 65°C or the air
Damper Supply Fan Damper
the heating unit which comprises of a radiator through which hot water is flow ceases.
circulated. The temperature of the air is controlled by a thermostat which in Chilled Water Reheat
turn regulates the flow of heated water through the unit. 5) The heater element.
Typical Room Equipment
From here the air passes over the cooling radiator which is supplied with 6) Heat protection, set to 110°C. This device has an automatic reset.
chilled water from the chilled water system. A thermostat controls the flow of
chilled water to give the required air temperature. 7) The damper motor.
In winter conditions the unit will heat and dehumidify the air. Final reheat The temperature of the air is controlled by the micro-processor unit which
takes place in the individual cabins by the use of integral electric reheating controls the air damper to regulate the flow of and air and consequently the
coils. In tropical conditions the air is only cooled in the units, with reheat temperature. This also regulates the flow of air over the heater elements and
taking place within the cabin units, thus correcting the humidity. the current supplied to the elements.
Cabin air flow is balanced by the flow of air supplied through the cabin unit,
the air removed through the toilet vent system to the outside and the air drawn
through the alleyway suction grills and recirculated.
The balance of the air flow was set up during the commissioning of the ship
and should require no further adjustment. It is intended to keep the outside and
inside air pressures similar to prevent problems with the opening of outside
doors
The fan units are monitored by the ships IMACS system and alarms raised
when faults occur. The display on the control room monitors also indicates the
outside temperature and humidity.
Issue: First 6.8.2 Accommodation Air Conditioning Services Page 1

Illustration 6.8.3a Machinery Space Ventilation System Starboard Side View
Deck 13 Deck 13
Deck 12 Deck 12
Port Side View
VS12.5.011
Deck 11 Deck 11
VS12.5.10
VS12.5.04
VS12.5.02
VS12.5.08
VS12.5.06
VS12.5.12
VS12.5.01
VS12.5.07
VS12.5.09
VS12.5.03
VS12.5.05
VE05.5.01
635.1112
Deck 10 Deck 10
Deck 9 635.1242 635.1132 Deck 9

635.1112 635.1232
Deck 8 635.1132 Deck 8
635.1132 635.1212
635.1222
Deck 7 Deck 7
635.1332 635.1032 635.1012 635.1412

Deck 6 Deck 6
Deck 5
Deck 4
Comp.
Deck 3
12
Deck 2
Comp.
14
Comp. 15 Comp. 13 Comp. 11 Comp. 10 Comp. 9
Comp. 2 Comp. 1
Stern Thruster Heeling Tank H.F.O. Settling Tank Bow Thruster

Room (Port) (Port) Room
Deck 14
Deck 12
Fan Room
Deck 13
Deck 12
Deck 11
Deck 10
Engine
Casing Deck 9
Deck 8 Compartment 15
635.1022 635.1012
635. 635. 635. 635.
635. 1212 1232 1112 1132 635.
635.1142 635.1132 Deck 7
1412 1012
SH/VE 635. SH/VE

Deck 6 07.05.03 1252 07.05.01
635.
Deck 5 1152 635.
SH/VE 635. 1022
Deck 4 07.05.04 1262 Deck 4
635.
635. 635. 635. SH/VE 635. 1032
Deck 3 Deck 3
1422 1322 1342 07.05.02 1162
Deck 2 Deck 2
635. 635. 635. 635. 635. 635.
1312 1122 1242 1122 1142 1142
Deck 1
Deck 1
Basis Line Deck 7 Fan Room Arrangement Basis Line
H.F.O. D.B. 15
Compartment 12
Issue: First Illustration 6.8.3a Machinery Space Ventilation System

6.8.3 Machinery Space Ventilation System generator engine is started as the fan is included in the pump start group for
that engine.
Flow
Aurora’s machinery spaces are force ventilated by a variety of different System Type Space/Room Served Rate RPM Motor Fed
Diesel Generator 1: VS 12.5.02 From
electrically driven fans. The supply and exhaust fans are designed to maintain m3/h
a slightly more negative air pressure than the ship’s accommodation. This Diesel Generator 2: VS 12.5.03 VS.06.1.01 Swing Compt 2 Bow Thruster 7,100 1750 U-DF 112 MZ-4 MD20
ensures that any polluted air is contained within the machinery spaces.
Diesel Generator 3: VS 12.5.06 VE.06.1.01 Swing Compt 2 Bow Thruster 7,100 1750 U-DF 112 MZ-4 MD20
VS.13.4.01 Radial Compt 9 AC Compr 42,000 1170 WU-DF 200 LN-6 ME24
Generator Room Ventilation Diesel Generator 4: VS 12.5.07
VE.01.4.01 Swing Compt 9 AC Compr 42,000 1750 U-DF 180 LZ-4 ME12
The forward generator room, compartment 11, is provided with air from four Generator Room High Pressure Distribution Fans VS.12.5.01 Vertical Compt 10 Separator 52,000 1750 WU-DF 200 LN-4 ME23
vertical supply fans and two high pressure radial fans. The room is exhausted VE.05.5.01 Swing Compt 10 Separator 26,500 1750 U-DF 180 MZ-4 ME20.1
via two vertical fans. The ratings of the fans can be seen in the table on the Compartments 11 and 12 are also fitted with high pressure, high velocity VS.05.5.02 Swing Compt 10 Separator 26,500 1750 U-DF 180 MZ-4 ME20.2
right. To allow for the variable air demand from the two generator engines 20,000 m3h supply fan units. The fans are located centrally in compartments 11 VS.12.5.02 Vertical Compt 11 Fwd Engines 90,500 1170 WU-DF 225 MN-6 ME23
there are two variable speed fans. The aft generator room, compartment 12, has and 12 at deck 3 level. The fans are centrifugal units and feed a noise insulated
VS.12.5.03 Vertical Compt 11 Fwd Engines 90,500 1170 WU-DF 225 MN-6 ME24
an identical set of fans installed. distribution box, ducts then feed air to the boiler areas and various outlets at
deck 1 and 2 levels.
Generator Room Variable Speed Fans Compartment 11 Generators 1 and 2: VS 03.5.01 VS 03.5.02 VE.07.5.01 Vertical Compt 11 Fwd Engines 120,000 1170 WU-DF 225 MN-6 ME20.1
The four supply fan’s speeds are regulated by electronic controllers. Compartment 12 Generators 3 and 4: VS 03.5.03 VS 03.5.04 VE.07.5.02 Vertical Compt 11 Fwd Engines 120,000 1170 WU-DF 225 MN-6 ME20.2
VS.03.5.01 Radial Compt 11 Fwd Engines 20,000 1750 WU-DF 200 LN-4 ME10.1
Machinery Space Fans VS.03.5.02 Radial Compt 11 Fwd Engines 20,000 1750 WU-DF 200 LN-4 ME10.2
VS 12.5.02 VS 12.5.06 VS 12.5.03 VS 12.5.07
Controller Controller Controller Controller VS.12.5.06 Vertical Compt 12 Aft Engines 90,500 1170 WU-DF 225 MN-6 ME23
I I I I The machinery space fans can be controlled via the IMACs system. The
Fan Speed VS.12.5.07 Vertical Compt 12 Aft Engines 90,500 1170 WU-DF 225 MN-6 ME24
Controllers operator must manually start and stop the fans when required. However, the
F F F F VS.12.5.08 Vertical Compt 12 Aft Engines 1170 ME23
fans are included in the engine pump group automatic start sequence to ensure 120,000 WU-DF 280 MN-6
4-20ma 4-20ma the fans are running when an engine is started. VS.12.5.09 Vertical Compt 12 Aft Engines 120,000 1170 WU-DF 280 MN-6 ME24
VE.07.5.03 Vertical Compt 12 Aft Engines 120,000 1170 WU-DF 225 MN-6 ME20.1
Process Station P15 Process Station P16 The fans are mostly situated in the fan room on deck 7. The larger fans are also VE.07.5.04 Vertical Compt 12 Aft Engines 120,000 1170 WU-DF 225 MN-6 ME20.2
fitted with a silencing arrangement mounted above the fan unit. The fans VE.03.5.03 Radial Compt 12 Aft Engines 30,000 1750 WU-DF 200 LN-4 ME20.1
exhaust and supply from louvres and sound-insulated baffles at the base of the VE.03.5.03 Radial Compt 12 Aft Engines 30,000 1750 WU-DF 200 LN-4 ME20.2
H1 Bus funnel. The exceptions are the bow thruster room and stern thruster rooms VS.12.5.10 Vertical Compt 13 38,000 1750 U-DF 180 MZ-4 ME24
which are supplied from deck 6 forward and deck 5 aft respectively.
VE.05.5.03 Swing Compt 13 38,000 1750 U-DF 112 MZ-4 ME20.1
Process Process Process Process
Station PO1 Station PO2 Station PO3 Station PO4 VS.12.5.11 Vertical Compt 13 Incinerator 40,000 1750 U-DF 180 LZ-4 ME24
The fans and dampers can also be controlled via the SMS system.
VE.05.5.04 Swing Compt 13 Incinerator 20,000 1750 U-DF 132 MZ-4 ME20.2
4-20ma 4-20ma Compartments 11 and 12 are also fitted with high pressure, high velocity VS.12.5.12 Vertical Compt 14 PEMs 40,000 1750 U-DF 180 LZ-4 ME23
Gen 1 Gen 2 Turbocharger Gen 1 Gen 2 20,000 m3h supply fan units. The fans are located centrally in compartments 11 VE.05.5.05 Radial Compt 14 PEMs 40,000 1160 WU-DF 200 LN-6 ME20.1
T/C A B T/C A B Speed Sensors T/C A B T/C A B and 12 at deck 3 level. The fans are centrifugal units and feed a noise insulated VS.13.6.01 Radial Compt 15 20,000 1160 U-DF 160 LZ-6 ME23
distribution box, ducts then feed air to the boiler areas and various outlets at VE.13.6.01 Radial Compt 15 20,000 1160 U-DF 160 LZ-6 ME24
Compartment Forward Compartment Aft
deck 1 and 2 levels. VS.02.7.01 Vertical Compt 18 Stern Thruster 5,100 1700 U-DF 90 LZ-4 MD70
Pressure Engine Room Pressure Engine Room
Sensor Compt. 11 Sensor Compt. 12 VE.02.7.01 Swing Compt 18 Stern Thruster 5,100 1700 U-DF 90 LZ-4 MD70
The emergency generator rooms are fitted with automatically operated fans
VE.05.7.01 Horizontal Em Generator Rm Port 3,200 1700 U-DF 90 SE-4 E10
and dampers which will start and open when an emergency generator starts.
Diesel Generator Rooms: Variable Speed Supply Fan System VE.05.7.02 Horizontal Em Generator Rm Stbd 3,200 1700 U-DF 90 SE-4 E10
The fans will run for a specific time after the generator engine has shut down.
VE.04.5.01 Radial Bunker Station Port 500 1700 U-DF 80 MB-4 MD50
An air pressure transducer fitted in the engine compartment and turbocharger VE.04.5.02 Radial Bunker Station Stbd 500 1700 U-DF 80 MB-4 MD50
speed sensors send 4-20ma signals to the IMACs system process stations PO1 VS.12.5.11 Axial Em Generator Tank Rm 300 2560 W20/2 MD70
-PO4. The IMACs system calculates the required speed of the fan and sends a VE.05.5.04 Em Generator Tank Rm Natural Balance
4-20ma speed demand signal to the electronic speed controllers via Process
stations PO15 and PO16. The fans will automatically start when its associated
Issue: First 6.8.3 Machinery Space Ventilation System Page 1

Illustration 6.8.4a Provision Refrigeration Normal Cooling System O
Fresh Fruit, Salad & Vegetables +4 C
TS
O M
Meat Thawing +6 C
Liquid Line Suction Line

(Normal Cooling) (Normal Cooling) Poultry Thawing +4 C
O
TI Normal Cooling
76 Evaporator Unit
54
M
TI
Veg. Holding Rm. +6OC
35
PT
PIC
O
35 Fish Thawing +6OC Soft Fruit +7 C
76 76
PI PI PI PI
O
Compressor Compressor Flour/Poulses +6 C Oil +8OC
M
Heat
Exchanger
Fresh Fruit +3OC
Cheese +3OC
TSA TSA
6 6
TI TI
Root Vegetables
& Potatoes +5OC O
400 PSI 54 400 PSI 54 Wine & Beer +16 C
42
Orifice FZA Orifice FZA TS
O
Separator Separator Wine & Beer +16 C M
LS LS
Dairy +3OC
TS TS
TI TI O
Wine & Spirits +16 C
22 42 22
Dairy +3OC
Wine & Spirits +16OC Evaporator Unit
42 Oil Cooler Oil Cooler
Dry Store +20OC

Minerals +20OC
400 PSI 400 PSI
42
O
Condenser Condenser Dry Store +20OC Minerals +20 C
54
O
Tobacco +20 C TS
O
Fresh Meat +4 C M
54
Filter
Blow Out Drier
To Line Key
42
Of
Safety 400 PSI Dry Store +20 C
O
Refrigeration Liquid
PI
Valves Refrigeration Gas
Liquid
LS Evaporator Unit
Receiver Dom. Fresh Water
O
Dry Store +20 C Lubricating Oil
Electrical Signal
Fresh Water Instrumentation
Issue: First Illustration 6.8.4a Provision Refrigeration Normal Cooling System

6.8.4 Provision Refrigeration System The main 690V electrical supply for the normal cooling plant is from ME20.2. High pressure gas leaves the oil separator and enters the condenser where the
Both systems use refrigerant R404a which is practically odourless and non- degree of superheat and latent heat of evaporation is removed by the cooling
General Description toxic. water. The gas becomes a liquid as a result and flows from the bottom of the
condenser into the collector. A sight glass indicates the liquid refrigerant level.
Aurora is supplied with two separate provision refrigeration systems, deep The compressors are of the open screw type, with four stages of The pressure of the refrigerant remains the same as at the compressor
cooling and normal cooling. loading/unloading. The compressors start on zero capacity load and then alter discharge. As long as it remains at that pressure and temperature, it will remain
their capacity through the remaining three stages, depending upon the suction in liquid form.
The deep cooling system handles the sub-zero storage areas and has a pressure, in relation to the cooling load of the plant. Condenser cooling utilises
maximum cooling capacity of 42kW. Two compressors are fitted, one normally water circulated from the Low Temperature Auxiliary Consumers system. The condenser is of the tube end plate type, with the cooling water flowing
in operation and one on standby. It is possible to operate both together if through the tubes. A sight glass indicates the liquid refrigerant level. A safety
required, for example, when chilling down the rooms after maintenance. Most The refrigerant is piped through the ship from the plant up to deck 6 and valve fitted at the top of the unit will relieve at 26.7 bar into the same line as
of the chiller units on the deep cooling system have electric defrost heaters supplies storage spaces, fridge and chiller units in the galley areas and bar the oil separator safety valve. This is piped away to atmosphere.
fitted, operated by a timer. pantries.
Liquid refrigerant flows from the condenser through a filter drier. Connections
Deep Cooling Plant The refrigerated storage rooms are fitted with gas leakage detection units are provided at this point for charging refrigerant into the system. A sight glass
which give early warning of any loss of gas. These units should be tested on a after the filter drier indicates the condition of the refrigerant and should be
Manufacturer: Noske-Kaeser three monthly basis using a test gas. Connections are provided for the recovery regularly observed. Shortage of refrigerant is indicated by bubbles in the glass
Compressor Type: OSN 7461-K of gas from the system prior to maintenance work taking place. and also the colour of the indicator paper within will show up any moisture
Cooling Capacity: 42kW content which would be detrimental to the system.
Evaporating Temperature: - 38°C Refrigeration Circuit Description
Condensing Temperature: +43°C For efficiency and to prevent liquid refrigerant entering the compressor, there
Compressor Power: 75kW The compressor takes its suction from the gas return line. The gas at this stage are heat exchangers and liquid return expansion valves fitted between the
Capacity Control: 0-50-75-100% is superheated to a degree dependant upon its pressure and the setting of the liquid and gas return lines at this stage.
Cooling Water Inlet Temp: +38°C expansion valves in the cooled spaces.
Water Volume: 38m3/h The liquid gas is distributed to the chiller units in the various cooled spaces.
Condenser Pressure Drop: 0.2bar The open screw type compressor raises the pressure of the gas and entrains it Each space is fitted with a thermostat to control the temperature of that space.
Motors: 690V 75kW 82A within the lubricating oil. This oil is necessary to cool and lubricate the moving When the space reaches the upper temperature of its controlled range, a
parts. This mixture of pressurised oil and gas passes to an oil separating unit. solenoid valve on the liquid inlet line opens and admits the liquid to the
The normal cooling system handles the chilled storage rooms in which the The internal construction of the unit causes the mixture to swirl and most of expansion valve. The pressure of the liquid drops as it passes through the
temperature would normally be positive. The system has a maximum capacity the oil is thrown out and collects at the bottom of the receiver. The oil separator expansion valve. At this lower pressure, the gas cannot exist as a liquid and
of 151kW. The main 690V electrical supply for the deep cooling plant is from has an internal electrical heater element to warm the oil and aid separation heat is required to allow the liquid to expand into a gas. This mixture of lower
ME20.1. when the unit is idle. A safety valve is fitted set to relieve at 26.7bar. The oil pressure liquid and gas enters the chiller unit evaporation coils in which it can
is then passed through a cooler and back to the compressor suction via an remove heat from the air passed over it, this having the effect of cooling the air
Normal Cooling Plant orifice, a filter, a sight glass, a flow detector and a solenoid valve. The oil and expanding the liquid to a gas. The expansion valve has a mercury filled
separator has a level detection switch to warn of a low level. There is also a bulb attached to the gas outlet. Expansion and contraction of the mercury
Manufacturer: Noske-Kaeser flow detector which will shut down the compressor if zero flow is detected. varies the opening of the expansion valve. This is adjusted to maintain the
Compressor Type: OSN 7461-K temperature of the gas leaving the evaporator at a level containing a certain
Cooling Capacity: 150.25kW The compressor itself has a four stages of capacity control. On start up, the degree of superheat. A pressure regulating valve, fitted at the outlet, maintains
Evaporating Temperature: -10°C sliding ring capacity controller is in the no-flow position, to reduce the starting a back pressure in the evaporator and prevents the space from being
Condensing Temperature: +43°C current drawn by the drive motor. The further stages of loading are controlled undercooled in the event of the solenoid valve failing or leaking. This also
Compressor Power: 90kW by the the suction pressure, this being higher or lower depending on the reduces the risk of refrigerant leaving the evaporator unexpanded and causing
Capacity Control: 0-50-75-100% cooling demand of the cooled spaces. A low pressure cut out switch is fitted to damage in the system. The expanded, superheated gas is returned to the
Cooling Water Inlet Temp: +38°C stop the compressor should the demand fall too low or a loss of gas has taken compressor suction and the cycle begins again. This is therefore a ‘closed
Water Volume: 60m3/h place. A high pressure cut out switch is also fitted to protect against a high cycle’ system.
Condenser Pressure Drop: 0.2bar discharge pressure, the most likely cause being loss of, or insufficient coolant
Motors: 690V 90kW 98A at the condenser.
Issue: First 6.8.4 Provision Refrigeration System Page 1

Illustration 6.8.4b Provision Refrigeration Deep Cooling System
Rooms Served
Liquid Line Suction Line

(Deep Cooling) (Deep Cooling)
TI Deep Cooling Frozen Meat

O
76 -25 C
TI
PIC
Frozen Meat
-25OC
76 76
LP PI PI HP LP PI HP PI
Compressor Compressor Ice Blocks

-25OC
6 6
TSA TSA
Fat & Butter -7OC Frozen Fish
TI TI
-25OC
TS
400 PSI 54 400 PSI 54 M
Orifice FZA Orifice FZA

35
Ice Cream
LS LS O
-25 C
Separator Separator
TS TS
TI TI
22 22
Frozen Poultry &

O
Oil Cooler Oil Cooler Game -25 C
42 42
400 PSI 400 PSI White Meat

35 -25OC
Condenser Condenser
54
Frozen Meat
-25OC
Filter Key
54
Blow Out Drier
Safety Refrigeration Liquid
35
Line Refrigeration Gas
400 PSI
PI Dom. Fresh Water Frozen Vegetables
LS
Liquid Lubricating Oil -25OC
Receiver
Electrical Signal
Instrumentation
Fresh Water
Issue: First Illustration 6.8.4b Provision Refrigeration Deep Cooling System

System General Operation Refrigerant R404a 486 Dry Store 20°C
It is assumed that the monitoring and control system is operational and that the CAUTION! 487 Dry Store 20°C
valves for each space to be cooled, are in the correct positions. R404a is a relatively new refrigerant and has the advantage of being non- 488 Dry Store 20°C
toxic and odourless. However some precautions are necessary. Never use
a) Ensure that the cooling water inlet and outlet valves to each a torch or attempt to repair a line containing R404A until it is certain that 480 Dairy 3°C
condenser are open and that any air is vented from the condenser. all the gas has been pumped out of the section of the pipe to be repaired. 484 Dairy 3°C
The area should be well ventilated and the line valved off. Refrigerant
b) Leaving the compressor suction valve shut, put all the other R404A in contact with an open flame decomposes into phosgene, a highly 481 Fresh Meat 4°C
valves from the compressor discharge onwards, including heat toxic gas. Always wear goggles when handling R404A, or when servicing 470 Root Vegetables and Potatoes 5ºC
exchange units, to their correct positions. equipment in which it is contained, to avoid the possibility of liquid
c) Check the oil level in the separator sight glass. refrigerant coming in contact with the eyes. Do not work in a closed space 472 Cheese 3°C
where R404A may be leaking unless adequate ventilation is provided. 474 Flour, Pulses 8°C
d) The oil temperature in the separator should be 15°C - 20°C above
ambient temperature. List of Main Storage Spaces Cooled by the Deep Cooling System 475 Fish Thawing 6°C
Number Space Setpoint Temperature 463-1 Meat Thawing 6°C
e) Start the compressor and slowly open the suction valve.
373 Fat and Butter -25°C 460 Vegetable Holding 3°C
f) Observe the oil flow sight glass and ensure that a flow of oil is
483 Frozen Meat -25°C 461-1 Poultry Thawing 4°C
visible. If not, stop the compressor immediately. There is a 20
second delay fitted on the oil flow detector. If zero flow is 482 Frozen Vegetable -25°C There are several other auxiliary cold stores and roll in refrigerators taking
detected after that time, the compressor will stop. refrigerant from the normal cooling central systems situated in bars, galleys
479 White Meat -25°C
and food preparation areas.
g) It is prudent to test the oil no flow detector before leaving the 476 Frozen Fish -25°C
system on-line. This is achieved by unplugging the oil return line Separate Systems
solenoid valve, causing it to shut. The compressor should stop 478 Ice Cream -25°C
within three seconds. There are three separate, independent refrigeration plants situated close to the
477 Frozen Poultry, Game -25°C
spaces they serve. These are areas that would not be practical to supply from
h) Check the system pressures and temperatures, current drawn by 473 Ice Blocks -25°C the central systems due to the length of pipework required.
the running machine and listen for any abnormal noises. These areas are:
471 Frozen Meat -25°C
Observation lounge bar cold store
j) The off-line compressor should be put to standby. This will allow List of Main Storage Spaces Cooled by the Normal Cooling System
it to start should the system demand become higher than the Pool bar and fast food cold store
Number Space Setpoint Temperature
capacity of one machine, or if the running machine fails. Riviera bar pantry cold store
377 Wine and Spirits 16°C
Procedure for Adding Oil to the Compressor Harlequins bar cold store
375 Wine and Beer 16°C
Anderson’s bar cold store
The compressor should be stopped for this operation. 370 Fresh Fruit, Salad and Veg. 3°C
Separate Units 1 to 3
370a Fresh Fruit, Salad and Veg. 3°C
a) Charge the oil directly into the oil separator and oil cooler.
372 Oil 8°C Manufacturer: Norske-Kaeser
b) Keep the solenoid valve in the oil injection line closed (remove Compressor Type: TAJ 9510
371 Soft Fruit 7°C
plug) and open the hand shut off valves on the oil separator/oil Cooling Capacity: 1.8 kW
cooler. 362 Garbage 4°C Evaporating Temperature: +10°C
Condensing Temperature: +40°C
376 Minerals 20°C
c) The oil level in the oil separator should should be within the sight Motor Power: 1.3 kW
glass range. 376a Minerals 20°C Cooling Water Temperature: +6°C, from chilled water system
Water Volume: 0.5 m3/h
374 Tobacco 20°C
485 Dry Store 20°C
Issue: First 6.8.4 Provision Refrigeration System Page 2

Illustration 6.9a Engine Room Cranes, Hoists and Lifting Arrangements
Generator Service Crane
2560
325 495
4200
Pendant
Controller
Generator Service Crane
Machinery Shell Stores Shell

Door 30 Crane Door 28
Nozzle
Welding Test Room
Shop Crane
Hatch
Crane
Hatch
Workshop Engine Engine Control

Store Room
CO2
Deck - 3 Deck - 4
Issue: First Illustration 6.9a Engine Room Cranes, Hoists and Lifting Arrangements
6.9 Engine Room Cranes, Hoists and Lifting Arrangements The crane travel, traverse and hoisting and lowering are all controlled from a
pendant controller suspended from the travelling carriage. However, the local
Engine Room Diesel Generator Service Cranes panels for translation (extend and house) and hoisting and lowering can also be
used to control the crane. These panels are mounted on the adjacent bulkheads
Manufacturer: FUCHS Fordertechnik on deck 4.
Serial No.s: 8 10 1062-1065
SWL: 2,500kg The crane is extended as follows:
Lifting height: 4.5m
Hoist motor: 690V 1.9/0.43kW a) Open the shell door and lock in the open position (see instructions
Traverse motor: 690V 0.86kW in section 7.10, shell doors).
Long travel motor: 2x 690V 0.86kW
b) Check on the translation panel that the AUXILIARY INS lamp is
Machinery Monorail Trolley Deck 4 Port illuminated.
Manufacturer: FUCHS Fordertechnik c) Check that the emergency stop button is out and the READY lamp
Serial No.: 8 09 1249 is illuminated.
SWL: 4,000kg
Hoist motor: 690V 2.8/0.7kW d) To move the rail out, press the OUT pushbutton and the rail starts
Traverse motor: 690V 0.86kW to move out. When fully extended, the CRANE OUT lamp is
illuminated.
Generator Cranes
e) To move the rail in, press the OUT pushbutton and the rail starts
Each of the four diesel generators has a travelling gantry crane running to move out. When fully housed, the CRANE IN lamp is
overhead. The cranes are electrically operated. The hoist motor has two speeds, illuminated.
3 m/min on high speed and 0.75m/min on low speed. The crane rails are fitted
with a toothed rack and pinion drive arrangement. The hatches in deck 3 and deck 4, to enable the crane hook to reach decks 2
and 3, are operated in a similar manner to a shell door. When the hatches are
All the extremes of travelling and hoisting are protected from overtravel by raised, ensure that they are locked in the raised position.
electrical limit switches. The crane travel, traverse and hoisting and lowering
are all controlled from a pendant controller suspended from the travelling There is a hoisting rail and block located in each of the bunker stations. The
carriage. rail has a safe working load of 300kgs.
Machinery Monorail Trolley There are hoisting rails and blocks located in each of the purifier rooms. The
rail has a safe working load of 300kgs.
A monorail trolley hoist is fitted on the port side of deck 4, forward of the
engine control room at frame 128. The hoist has an extending rail which
enables the hoist to reach to the quayside when the ship is alongside. The hoist
is fitted to enable it to reach through the hatch fitted below it on deck 4 and
through another hatch on deck 3 to enable the hoisting and lowering of items
for the machinery spaces.
The hoist motor has two speeds, 3 m/min on high speed and 0.75m/min on low
speed. The hook of the crane is suspended on chains and all the extremes of
travelling and hoisting are protected from overtravel by electrical limit
switches.
Issue: First 6.9 Engine Room Cranes, Hoists and Lifting Arrangements Page 1
Illustration 6.10a Dry Dock Services
Compressed Air Fire Main Black Water Black Water Grey Water Sludge Sprinkler Main Engine Room Potable Water Sprinkler/
To Working Air Shore Shore Shore Shore Discharge International Steam Shore Shore Fire Main
System Connection Connection Connection Connection Connection Connection Shore Connection Connection Cross-connection
752A2302 704A1355 761A119 761A119 762A1153 771A1051 Connection 731A4004 772A1071 Valve 'D'
Port Bunker Station Looking Forward Outboard Port Bunker Station Looking Forward Lower Port Bunker Station Looking Aft Outboard
Aft Mooring Deck Fire Main Connection Port Aft Mooring Deck Sprinkler Main Connection Stbd Stbd Baggage Foyer Deck 4 Telephone Connection
and Shore Electrical Power Connection Box
Issue: First Illustration 6.10a Dry Dock Services

Section 7: Auxiliary Plant Services
7.1 Safety Management System (SMS)
7.2 Anchor and Mooring Arrangements
7.3 Windlass and Winches
7.4 Deck Cranes
7.5 Thrusters
7.6 Steering Gear
7.7 Stabilisers
7.8 Accommodation Ladders
7.9 Tender Embarkation Platforms
7.10 Shell Doors
7.11 Davits
7.12 Lifeboats and Tenders
7.13 Liferafts
7.14 Window Washing Systems

Illustration 7.1a Safety Management System
Main Fire Station Wheel House

Deck 4 Firezone 5 Deep Fat Fryer Battery Charger Boats
Deck 12 Firezone 2
Davits Magradome Sliding Cover Workstation 4

Patch
Panel 6
Workstation 5
Sprinkler Skid Fire Extinguishing System
Hi Fog C02 System

Bridge Alarm
Spare Connection 1 Fuel Oil Separator Lubr. Oil Separator
Sub-System Boiler Plant Oily Water Separator

Spare Connection 2 C
Patch
Panel 5 Flooding Sensor Sewage Treatment Plant
Interface Safety Centre
Incinerator Plant HVAC PC 1 Deck 12 Firezone 2
Printer
Engine Room Ventilation Remote Controlled Hydraulic V/Vs Cabinet
Below Deck Unit
Engine Control Room
Satcom B
Deck 4 Firezone 5 Galley Hot Equipment MCCs & Single Starter
Stability Computer PA System

Interface
PC 3 Workstation
1
SMS Printer Printer Cabinet
Patch
Panel 1
Magradome Sliding Cover Theatre Fire Curtains
Patch Printer
Panel 4 Cable C02 System Fire Doors
Workstation 6
Workstation Printer Cable
UPS E.C.R. Diesel Engines Low Location Lighting Sub-System
2 Centronic
230VAC/60HZ A
FSS (Fire
Lubr. Oil Separator Sprinkler System Safety System)
Fuel Oil Separator Dry Sprinkler Monitoring

Patch
Panel 3 Spare Connection 3 Boiler Plant GA-System DK9/F22/PA-Cent.1
Potential Workstation
Free Contact 3 SMS-Colour
HUB 2 UPS E.C.R. Sub-System Oily Water Separator Printer
230VAC/60HZ D
The ESD Sewage Treatment Plant Duct Keel Access

System
Interface Incinerator Plant Tender Embarkation Platform
PC 4
UPS E.C.R.
230VAC/60HZ HVAC SplashTight Doors
Paging Stability Computer
System Engine Room Ventilation Shell Doors Sub-System HUB 1 NAPA
B
UPS Bridge
Automatic Remote Controlled Hydraulic V/Vs Bulkhead Valves 230VAC/60HZ
Patch
Telephone
MSSC Panel 2
Plant Galley Hot Equipment Cross Flooding Valves
Deck 4 Firezone 6
Workstation 7 MCCs & Single Starter Pool Discharge Valves
Interface
PC 2
Issue: First Illustration 7.1a Safety Management System

7.1 Safety Management System The location of the alarm is given in the fire alarm list and graphically from its The type of fault and its location are shown in the fault alarm list and on the
position on the drawing in the drawing window and side view window. corresponding drawing in the drawing window and side view window.
The safety management system (SMS) is a supervisory system which controls
all the safety sub-systems such as the watertight door and fire detection Tool Bar Resetting a Fault
systems. The system communicates with the other safety systems and displays Consilium - SMS Grafix B - Deck
the status of all monitored items (sensors, doors, dampers, etc.) by means of
Fire Mute Reset Mute Reset Disconnect Connect System Return Zoom Log
Out Symbols Out Sentinel Print
Reset the fault as soon as possible This cannot be done while the fault
B - Deck Aurora
the graphic displays. The system detects alarms from the sub-systems and condition remains.
Deck 2
displays them in a strategic and co-ordinated way to enable the operator to see
the overall safety situation. The system then allows the operator to decide the UP DN
PW Tank
a) Click the FAULT to be reset in the fault alarm list (list window).
DN UP UP UP DN
course of action and will carry out actions as necessary by sending commands PW Tank
to the sub-systems. b) Click the yellow RESET button.
The operator can choose several different displays; fire zones, decks, multi- The location with the fault disappears from the fault alarm list in the list
deck etc. Different workstations allow different views and the facility to carry window.
Drawing Window Side View Window
out alternative operations. The system is configured so that only one room (Active Window)
(safety centre, ECR, bridge) or group of workstations can be in control at any Abnormal conditions acknowledged by the SMS program are reset
time to avoid conflict. This is controlled by an automatic changeover automatically once the condition is no longer present. The condition is
mechanism, which guarantees that only one station or group of stations at any List Window Fire Alarm
automatically removed from the list of abnormal conditions.
Fire Alarms(1) Fault Alarms Abnormal Conditions Disconnections
one time is in control. The other stations act as observers. 990329 -13:44:40 Fire sec 14:33 B - Deck
Disconnections
The system configuration means that single or group operations can be carried
out from a workstation, ie, one fire door may be closed or all the doors in a Disconnections are listed in the list window, disconnected objects are indicated
zone etc. If required, the system can automatically trigger safety actions and
Ready 15:44
by a blue symbol in the drawing window and all disconnections are shown in
responses according to safety strategies stored in the database. The strategy co- Status Bar List Window blue.
ordinates the actions of several sub-systems, including fire door closing, SMS Display Layout
smoke strategy activation, paging, telephone calls etc. Seven workstations are The following units can be disconnected:
distributed around the ship in specific locations, four are on the bridge (safety Resetting a Fire Alarm Individual detectors of any type
centre and wheelhouse) and one is situated in the main fire station on deck 4,
the engine control room and the machinery safety centre. Reset the fire alarm as soon as possible. A fire alarm cannot be reset while the Sequence of detectors of any type (eg detectors 2 to 10 in section 27)
alarm condition remains.
Whole sections
The safety sub-systems are connected to the workstations via a LAN (Local
Area Network). The LAN consists of two fibre-optic cables and each system a) Click the ALARM to be reset in the fire alarm list (list window). The disconnection time can be selected as either timed or permanent.
which is connected to the SMS LAN is connected to both cables. The sub-
systems are connected to the LAN in one of two different methods according b) Click the red RESET button. Disconnection via a Drawing
to their structure and complexity. The complex sub-systems, such as the fire
detection system, are connected to the SMS computers via serial The FIRE text disappears from the screen, the location of the alarm that has To specify a disconnection time the operator must use the DISCONNECT
communication links. The simple sub-systems are connected to the SMS via been reset, disappears from the fire alarm list, in the list window. button on the toolbar. To disconnect an individual detector proceed as follows:
digital In/Out (I/O) units. The computers are then connected to the LAN by
means of FDDI boards. Faults a) Double click on the detector symbol on the drawing. A dialogue
box is displayed for the selected detector.
The SMS program uses the following indicators to show that a fault has been
Operation detected:
b) Click the DISCONNECT button in the dialogue box.
Some of the common day-to-day operations are described as follows:
a) The FAULT text on the toolbar flashes, the list shows where the
The disconnection is now stored in the central unit of the fire alarm. The
Muting a Fire Alarm fault is. Faults are shown in yellow.
disconnection takes immediate effect. A disconnection time cannot be set in
this way.
a) Click the red MUTE button to mute an incoming fire alarm. b) Click the FAULT to be muted in the fault alarm list (list window).
The detectors can be reconnected following the above procedure and clicking
b) The buzzer signal then stops and the FIRE text changes to a c) Click the yellow MUTE button to mute the fault. The FAULT text
on RECONNECT in the dialog box, followed by YES in the confirmation box.
constant light. changes to a constant light.
Issue: First 7.1 Safety Management System Page 1

Illustration 7.2a Anchor and Forward Mooring Arrangements
View At Winch
Top View Deck 6
Double Roller Chock
Protection For Windless

Single Roller Chock
Chlorine Motor
Store Windless Combined With
Auto Tension Mooring Winch
Rope Basket
Pedestal Fairlead
Deck
Store Rope Reel
Rope Reel
Double Roller Chock

Winch
Control
Rope Horizontal Fairlead
Store
Roller Chain
Stopper
Rope Basket
E-Double Drum Double Controller

Mooring Winch For Winches
Rope Hatch
Emergency Exit Multi Purpose

From Deck 5 Roller Chain Chock
BA Stopper
Recharging Horizontal Fairlead
Station Winch Double Roller
Control Chock
Hyd. Pump
Station For
Shell Doors E-Double Drum
Multi Purpose Mooring Winch
Oxygen HPP Room Chock
Acetylene
Hazard Waste Pedestal Fairlead
Store Winch/Windlass
Hydraulic Power Packs
and Starters Windless Combined With
Auto Tension Mooring Winch Upper Leading Out of Rope
Single Roller Chock
Lower Leading Out of Rope
Emergency Leading Out of Rope
Double Roller Chock
Issue: First Illustration 7.2a Anchor and Forward Mooring Arrangements

Illustration 7.2b Aft Mooring Arrangements
Emergency
Generator 2
Port Winch Control Panel
Starboard Winch Control Panel
Rope Store Butane

Store
Crew
Tunnel
Recreation
Upper Leading Out of Rope
Lower Leading Out of Rope
Issue: First Illustration 7.2b Aft Mooring Arrangements

Illustration 7.3a Windlass and Winches
Forecastle Control Panel (Starboard) Windlass Control Panel
1S1 2S1 1S1 2S1

1A1 2A1 1A1 2A1
% % 1S2 2S2 % % % 1S2 2S2 %

0 50 100 150 200 0 50 100 150 200 0 50 100 150 200 0 50 100 150 200 0 50 100 150 200 0 50 100 150 200
3A2 1A2 2A2 4A2 1A2 2A2
3H1 3H2 3H3 1H1 1H2 1H3 1H4 1H5 1H6 2H1 2H2 2H3 2H4 2H5 2H6 4H1 4H2 4H3 1H1 1H2 1H3 1H4 1H5 1H6 2H1 2H2 2H3 2H4 2H5 2H6
3S3 1S3 1S4 2S3 2S4 4S3 1S3 1S4 2S3 2S4
3S0 3S6 1S0 1S6 1SH7 1SH8 1SH9 2S0 2S6 2SH7 2SH8 2SH9 4S0 4S6 1S0 1S6 1SH7 1SH8 1SH9 2S0 2S6 2SH7 2SH8 2SH9
3S5 1S5 2S5 4S5 1S5 2S5
1/2 - A1 Chain Length & Speed Display 1/2 - A1 Chain Length & Speed Display
1/2/3/4 - A2 Line Pull Indicator (0-200%) 1/2 - A2 Line Pull Indicator (0-200%)
1/2 - S1 Length Reset Push Button 1/2 - S1 Length Reset Push Button
1/2 - S2 Failure Reset Length Display 1/2 - S2 Failure Reset Length Display
1/2/3/4 - H1 Indicating Light: Winch Control On Service 1/2 - H1 Indicating Light: Winch Control On Service
1/2/3/4 - H2 Indicating Light: Auto. Tension Mode On 1/2 - H2 Indicating Light: Auto. Tension Mode On
1/2/3/4 - H3 Indicating Light: Winch Control Failure 1/2 - H3 Indicating Light: Winch Control Failure
1/2 - H4 Indicating Light: Hydr. Power Pack On Service 1/2 - H4 Indicating Light: Hydraulic Power Pack On Service
1/2 - H5 Indicating Light: Hydr. Power Pack On Standby 1/2 - H5 Indicating Light: Hydraulic Power Pack On Standby
1/2 - H6 Indicating Light: Hydr. Power Pack Failure 1/2 - H6 Indicating Light: Hydraulic Power Pack Failure
1/2/3/4 - S3 Winch Control Lever For Speed & Direction 1/2 - S3 Winch Control Lever For Speed & Direction
1/2 - S4 Control Lever For Modular Brake Force Control 1/2 - S4 Control Lever For Modular Brake Force Control
1/2/3/4 - S0 Emergency Stop Push Button 1/2 - S0 Emergency Stop Push Button
1/2/3/4 - S5 Selector Switch: Manual/Auto. Tension Mode 1/2 - S5 Selector Switch: Manual/Auto. Tension Mode
1/2/3/4 - S6 Push Button: Take Over Winch Control 1/2 - S6 Push Button: Take Over Winch Control
1/2 - SH7 Illuminated Push Button: Brake Set 1/2 - SH7 Illuminated Push Button Brake Set
1/2 - SH8 Illuminated Push Button: False Spindle Position 1/2 - SH8 Illuminated Push Button False Spindle Position
1/2 - SH9 Illuminated Push Button: Brake Release 1/2 - SH9 Illuminated Push Button Brake Release
Issue: First Illustration 7.3a Windlass and Winches

7.3 Windlass and Winches Anchor/Windlass Operation f) Release the brake. Press the BRAKE RELEASE pushbutton or
move the lever away from the operating position (to the side
Manufacturer: Hatlapa The hydraulic pump units for the forward windlasses and winches are in the labelled RELEASE).
HPP (hydraulic power pack) room located on the starboard side of the forward
Windlass type: 1795117 mooring deck. The hydraulic pump unit starter should be switched to g) Once the brake is fully released, walk the anchor back. Once
Rated: 200kN OPERATION at the mode selector switch and the READY FOR OPERATION walked back, the brake should be re-engaged using the BRAKE
Drive motors: Ben Nurnberg KDF 315S indicator light should be illuminated. SET pushbutton. At this point the anchor must be left in gear.
440V 130kW 230A 880rpm
The windlasses may be operated from the forward mooring platforms to enable h) Once the Captain is satisfied that the ship is close to the anchorage
Winch type: 1945220 the operator to see the actual anchor and chain. Mooring doors 2 and 3 have a position and that the ship’s speed has been sufficiently reduced,
Rated: 200kN box mounted close to the door which contains a socket. The windlass remote the order will be given to take the anchor out of gear. (Once out
Drive motors: KDF 280M control console is plugged in to this socket (see illustration 7.3b). of gear, there is a risk that a failure of the hydraulic control system
440V 106kW 215A 890rpm may result in the anchor running free.)
To minimise any possibility of the inadvertent release of the anchors due to
Introduction control failure, the period whereby the anchor is held on the brake whilst the i) When the ‘let go’ order is given, the anchor should be released
hydraulics are running is kept at a minimum. using the AUTO BRAKE CONTROL pushbutton, this will
Aurora is fitted with two windlasses and two mooring winches on the forward ensure that the cable release speed is automatically limited to 100
mooring deck and four mooring winches on the aft mooring deck. Windlass Operation: Proceeding to Arrival Anchor Stations m/min or less. To achieve this, the button must be held down.
Once released, the anchor brake will re-engage to the nominal
The winches use a mooring drum which is driven by an electric motor mounted When the operator arrives at anchor stations, the anchors will be found out of setting, ie, 10x the anchor weight.
behind the drum on the same side of the gearcase. The motors are fitted with gear, fully secured and with the brake hydraulics and winch electrical circuits
electrically operated brakes mounted on the non-drive end of the motors. electrically isolated. j) Once the ship has been brought up, the anchor may be left on the
brake with the guillotine down.
The windlasses are fitted with hydraulically operated band brakes powered by a) When the order to clear away is given, remove the lashings and
a remote hydraulic power pack. The winches are fitted with manually operated remove the hawse pipe cover. If it then proves necessary to let go k) The winch electrical supplies and hydraulics should be switched
band brakes as well as the electric motor brake. The windlasses are also fitted an anchor due to unforeseen circumstances, the anchor may be off at the control stand.
with hydraulically operated roller chain stoppers. released using the manual release handwheel. When approaching
the anchorage, the order to walk back the anchor will be given. l) Isolate the hydraulic power packs in the HPP room.
All gear shafts rotate in anti-friction bearings. The reduction gears are splash
lubricated. A vent on the gearcase allows permanent pressure equalisation b) Switch on the electrical control for the relevant windlass winch. If the other anchor is required quickly (if the anchor is dragging or if more
between the interior of the gearcase and the atmosphere. Press the TAKE OVER pushbutton. The WINCH CONTROL ON cable is to be veered on the existing anchor), this can be achieved using the
SERVICE white light illuminates and the HYDRAULIC POWER manual handwheel.
The winches have an auto-tensioning mode which allows a preset level of PACK ON SERVICE green light illuminates. The controls can
tension to be applied. The winches pay-out and heave-in according to the load now be operated from this stand. Windlass Operation: Proceeding to Departure Anchor Stations
applied to the mooring ropes, by the movement of the ship whilst alongside.
CAUTION! a) Check the hydraulic power pack main electrical isolation switch
Windlass It is imperative that at this stage that the hydraulics remain OFF. in the HPP room is OFF.
The windlasses have a multiple disc slipping clutch inside the gearcase c) Once the electrical control is switched on, the anchor should be b) Lift the guillotine and turn on the windlass electrical supplies
between the motor and the reduction gear. This protects the reduction gear put into gear. Line up the windlass using the inching gear. Put the only.
against overloading. windlass in gear.
c) Once the order is received, the anchor may be put into gear.
The drum is disengageable and mounted loose on the drum shaft. The drum d) Once clutched in, the main hydraulic power pack in the HPP room
driver gear can be moved on the engaging shaft by a lever. The shaft dogs should be switched on and the hydraulics for the relevant anchor d) When the clutch has been engaged, switch on the hydraulic power
engage into the counter dogs of the drum. The drum shaft is hexagonally turned on at the control stand. The other windlass hydraulics pack for the relevant anchor.
shaped. should remain switched off.
e) Heave the anchor. Disengage the brake using the BRAKE
e) The anchor which is in gear should then be walked back to the RELEASE pushbutton. Heave the anchor home using the winch
required position in the normal way. control lever.
Issue: First 7.3 Windlass and Winches Page 1

Illustration 7.3b Windlass Portable Console
Windlass Control Lever Brake Force

Speed and Direction Control Lever
Console Plug-in Socket
Starboard Mooring Platform 7
Portable Console Plug-in Locations:

Forward of Mooring Platforms
Port and Starboard
Forward Mooring Deck
Windlass Portable Console
Issue: First Illustration 7.3b Windlass Portable Console

f) Once the anchor has been housed, the brake should be engaged Windlass Operation as a Mooring Winch Length and Speed Measuring Device
using the BRAKE SET pushbutton.
a) Ensure that the winch is in gear, ie, the windlass is out of gear. Manufacturer: Hatlapa
g) When the brake has fully engaged, switch off the hydraulics at the Type: Seilke 94
control stand and in the HPP room. b) At the required mooring control stand, ensure that the AUTO-
TENSION switch is turned to the H (hand) position. The windlass central control consoles are fitted with a microprocessor based
h) After the hydraulics have been isolated, the anchor can be taken measuring unit. This unit measures the paid out length as well as the speed
out of gear. The anchor will then be held on the mechanical brake c) Press the TAKE OVER pushbutton. The WINCH CONTROL ON during the operation of the winch. Proximity switches are used as sensors and
spring and may only be released using the manual handwheel. SERVICE white light illuminates and the HYDRAULIC POWER are so arranged to provide identification of the rotation direction. The unit can
PACK ON SERVICE green light illuminates. The controls can measure distances of 10mm to 999mm.
i) Once the order to secure is received, the lashings should be now be operated from this station.
applied in the normal way and finally the electrical supplies The incoming pulses are evaluated by the microcontroller and displayed
switched off at the control stand. d) To heave, pull the left hand WINCH CONTROL lever towards according to the entered parameters: the length in metres, the speed in m/s and
the operator. To lower, push the left hand WINCH CONTROL the direction of rotation by means of up-counting for paying out and down-
Windlass Winch Operation: Proceeding to Mooring Stations lever away from the operator. counting for hauling in. The unit displays lengths of up to 9,999m and speeds
of up to 30m/s. All values are stored in the unit memory to guarantee that the
When the operator arrives at mooring stations, the anchors will be found out of e) Once in position to engage the auto-tension mode, move the actual-length data is kept in the case of power failure.
gear, fully secured and with the brake hydraulics and motors electrically AUTO-TENSION switch to the required level, ie, 25%, 50%,
isolated. 75% or 100%. When the winch is in the auto-tension mode, the The unit raises 4 alarms according to the parameters programmed in:
AUTO-TENSION MODE blue light will illuminate.
REDUCE SPEED
a) The operator may take over winch control at the preferred control
stand but the hydraulic power packs should be left OFF at the f) If required, the winch may be stopped by pressing the red button BITTER END
control stand and isolated in the HPP room. labelled EMERGENCY STOP.
OVERSPEED
b) When the order to clear away is received, the anchor lashings can Roller Chain Stopper SLIPPING BRAKE
be safely removed as the mechanical brake cannot release itself as
The roller chain stopper is fitted on deck between the windlass and the hawse The four arrow keys in the centre of the front panel are used to enter the
it is held by a spring mechanism.
pipe. When the ship is riding at anchor, the roller chain stopper takes the strain parameters.
of the anchor chain so that the windlass is protected.
c) If a bridge order is received to let go anchors, due to an
unforeseen circumstance, they can be released using the manual Mooring Winches
handwheel. In this way the anchors can be left unsecured during
standbys. Operation of the windlass mooring winch is available The two forward winches on the forward mooring deck and all four aft
without undue risk of anchor brake failure. When mooring mooring winches are basically the same type. The forward winches have
operations are complete, the anchors must be resecured. slightly more powerful motors but the rated pull is the same value. The aft
winch electrical starter panels are located in the port and starboard steering
When the operator returns to forward stations for departure, the HPP room gear rooms on deck 4. There are two control consoles on the aft mooring deck,
windlass hydraulics electrical isolation switch should be checked to ensure it port and starboard.
is still OFF, prior to the removal of the anchor lashings.
The motors of the winches are fitted with an electrically operated DC failsafe
When operating as winches, only the windlass electrical circuits should be brake. The brake requires power to lift away the pads from the disc fixed to the
switched on ie, the hydraulics are not required. The emergency release of the motor shaft. If the power supply fails the brake is forced on.
anchors is still available, but only by using the manual handwheels.
Maintenance
All lubricating points must be given regular applications of grease every 3

weeks. The spindle of the lashing device must be provided with a water-
repellent grease.
Issue: First 7.3 Windlass and Winches Page 2

Illustration 7.4a Deck Cranes Transverse Beam Crane Deck 6
JB
1 690V 60hZ 3 10kW
Hydraulic Power Pack
JB
2 690V 60hZ 3 2.5kW
JB
3
Starter Mooring
Doors
Socket for 690V

690V 690V
Control Pendant Hoisting Winch Starter 2.5/9kW
2.5/9kW Sliding Crane Starter 1.5kW
M-Q-1
M 690V 60hZ 3 10kW M M-Q-2 M
ZS9 690V 60hZ 3 2.5kW ZS10
ZS11 ZS12
ZS7 ZS8
ZS1 ZS2 ZS5 ZS4

Hook Hook
Key Port Starboard
ZS1: Hook Port Safety Position

Deck 13 Aft Hap Davits ZS3 ZS6
ZS2: Hook Port High Position
ZS3: Hook Port Low Position Translation Starter
Pendant Controller Socket ZS4: Hook Starboard Safety Position Pendant
ZS5: Hook Starboard High Position Controller
ZS6: Hook Starboard Low Position
ZS7: Port Translation Limit Switch
1: Main Switch
ZS8: Starboard Translation Limit Switch
2: Auxiliary Ins
ZS9: Port Extension Limit Switch
3: Overload M1 1
ZS10: Starboard Extension Limit Switch
4: Overload M2
ZS11: Side Door Port Open
5: Crane Out
ZS12: Side Door Starboard Open
6: Crane In
2 3 4 5 6
Deck 7 Hap Davit Remote Control Position Extend/Hoist Winch Starter

Starters
1: Main Isolator Switch

2: Auxiliary Switch
3: Port Hoist Motor
Low Speed Overload Lamp
4: Port Hoist Motor
High Speed Overload Lamp 1
5: Starboard Hoist Motor
Low Speed Overload Lamp
6: Starboard Hoist Motor
High Speed Overload Lamp
2 3 4 5 6
Deck 6 Forward Mooring Deck: Transverse Beam Crane
Issue: First Illustration 7.4a Deck Cranes

7.4 Deck Cranes e) Extend the beam as required using the STBD or PORT translation
pushbuttons.
Deck 6 Transverse Beam Crane
f) Lower/hoist the hook as required using the UP/DOWN at
Manufacturer: Navalimpianti HIGH/LOW speed pushbuttons.
Serial No.s: 8 10 1062-1065
SWL: 1,500kg g) When the crane is finished with, the hooks must be fully hoisted.
Lifting height: 4.5m The beam is housed and centred using the red centre line
Hoist motor: 690V 1.9/0.43kW indication mark as a guide.
Traverse motor: 690V 0.86kW
Long travel motor: 2x 690V 0.86kW h) Isolate starter panels.
Telescopic Cranes Deck 5 Aft Mooring Deck i) Close the mooring doors.
Manufacturer: FUCHS Fordertechnik Telescopic Cranes Deck 5

Serial No.s: 9 01 1010-1011
SWL: 300kg On the aft mooring deck on the port and starboard sides are two telescopic
Lifting height: 9m beam hoists. The beam is extended manually with a drop-down push-bar. The
Hoist motor: 440V 1.02/0.25kW beams are designed to reach the quayside for the landing and retrieval of gas
bottles and small stores items. The hoist is controlled from a plug-in hanging
Deck 13 HAP Davits pendant controller, suspended from the hoist block.
Manufacturer: HAP BVTi 7.2 Deck 13 HAP Davits

Serial No.s: 9 01 1010-1011
SWL: 0.99t There are two hydraulically operated extending hoist davits on deck 13 aft.
Reach: 5.5m One port and one starboard. They are operated from an internal hydraulic
Hoist: Hydraulic power pack which supplies the rotation drive, the hoist drive and the jib
extending cylinder. The davit is controlled from a pendant controller which can
be used locally and also at a plug-in socket on deck 7.
Deck 6 Transverse Beam Crane
In the forward mooring deck area on deck 6 is a transverse overhead crane

which can be extended either port or starboard. The crane can be used in
conjunction with the forward mooring deck storing doors/platforms 6 and 7.
The mooring doors are interlocked with the operation of the beam so that the
beam cannot be extended unless the corresponding port or starboard door is
fully open and locked.
To Operate
a) Release the securing wires.
b) Open the port or starboard mooring/platform door required (6 or

7, port or starboard respectively).
c) Switch on the isolators on the translation and hoist motor starters.
d) At the control pendant, select either the port or starboard hook

using the STBD or PORT selection switches.
Issue: First 7.4 Deck Cranes Page 1

Illustration 7.5a Thrusters
High/Low
Level Alarm/Dipstick
Cold Air PT100
Monitoring Sensor
Grease Supply
Air To Water
& Discharge Filler/
Heat Exchanger
Breather
Grease Supply
Shuttle Header Tank
Leakage Valve
Monitoring 4WPROP
4/3 Way
PSV4 Proportional
Load Sensing Valve
15 bar
Low
P
A Level
Switch
P
A
TV1 Temperature Drain

Grease Supply Pressure Safety
Hot Air PT100 Control Valve
Valve 115 bar (Cooler Bypass)
Monitoring Sensor
Terminals
Earth
Connection
Space Heater SOV9
Grease Supply & Discharge Panel
Electric Drive Motor Oil - Water

PSV1 SOV7
Cooler
Header Tank
Filter Clogged RF1
Alarm Return Filter
Water Line Temperature
Monitoring
A
M T
Hydraulic Power SOV9
Pack Pump Local
Motor Gauges
SOV7 Low
Level Hydraulic Hydraulic
Power Thermometer
Switch Pump
Pack
Hydraulic Power Drain

Pack
SOV8
RP Return Line Overflow Header Tank To Power Pack RT Venting Line
PR Pressure Line/Return Line SOV8 TT Return Line Leakage Oil To Header Tank
Propeller
Blades Pod
Hub SOV10
RT1 RT2 TT2 Key
Hydraulic Oil
Feedback
Box
Electrical Signal
Hydraulic
Cylinder Oil Distribution Unit TT1
Issue: First Illustration 7.5a Thrusters

7.5 Thrusters Operation In test mode the hydraulics can be started while the main electric motor is not
running and consequently the pitch can be changed by the lever. The electric
Make: Lips Each thruster has an individual LIPSTRONIC remote control system. These motor cannot be started in test mode.
Type: Electrically driven, variable pitch, constant speed systems are mutually independent. Remote control is from levers on the
Motor Type: DKKJK 5018-6WF bridge. The three control stations, centre, port wing and starboard wing, are The local start is only used for maintenance. Normally the starter is selected
Power: 1.5MW provided with a single control panel. Pitch and power commands are given by for remote start.
Voltage: 6.6kV the lever. One lever, with three transmitters (one for each forward tunnel
Speed: 1,193RPM thruster), is installed for the bow thrusters and one lever is installed for the From IMACs
Rated Current: 167A stern thruster.
The main drive motor ONLY is started from the IMACs. The LIPSTRONIC
Aurora is fitted with three bow thrusters and one stern thruster. Control of these The actual pitch and motor current is indicated by an LED bar, one for each system allows a start only under the following conditions:
thrusters can be independent or collective via the Lipstick system. thruster. The total power delivered by the bow and stern thruster(s) is also
Test mode is not selected
indicated by an LED bar display.
Each thruster consists of the following equipment: The actual pitch is zero
Normal starting and stopping for the drive motor and the hydraulic power pack
A tunnel running athwartships through the hull, below the waterline. Hydraulic pressure for pitch control is available.
are carried out from IMACs system.
A propeller mounted in the tunnel with controllable pitch blades. Normal starting is prior to manoeuvring. When MANOEUVRE is selected
There are three modes of operation available: from the IMACs system, the thrusters are prepared for starting. The indicator
Propeller mounting hub with drive gears and oil distribution unit.
beside the manoeuvre icon flashes green during the starting up of this mode.
Hydraulic power pack for pitch control 1) Normal control: The pitch and load are controlled by the lever.
Remote control unit When the mode is initialised, the PMS checks the available power and
2) Joystick system control: The joystick system is in control and calculates the power required to start two thrusters (in the closed MSWB
gives thrust demands to the individual cabinet. The levers are configuration). If enough generators are on load, manoeuvre mode is released.
Construction
disabled in this mode, normal control can be resumed by selecting The manoeuvre icon indicator illuminates steady green.
individual control at the joystick panel.
The hub (pod) contains the blade-actuating hydraulic cylinder yoke. The
blades are moved using a pin-slot mechanism. Hydraulic oil feeds the cylinder The thrusters may now be started and stopped from the thruster control
3) Test: The pitch can be controlled by the lever even though the windows within the ‘Propulsion Control’ mimic. If the thruster has all starting
yoke through a pipe in the hollow propeller shaft. The oil is supplied to the
main driving motor is not running. preconditions met, it is ready to start. When ready the screen icon is coloured
cylinder yoke through a distribution box at the end of the propeller shaft.
Piston rings prevent oil leakage from the high to low pressure sides of the black.
Only one panel may be in control at any time. The levers are electrically
pistons. The propeller blades are attached to the blade carriers with blade bolts.
synchronised (with an electric shaft arrangement). Control transfer from one The starting preconditions are as follows:
There are O ring seals under the blade feet to prevent sea water ingress. The
control station to another control station is accomplished by pressing the
blade carriers have a pin cast on them which engages in the slots of the cylinder ACB to automatic
TAKE pushbutton.
yoke. This transfers the movement of the yoke to each blade foot.
ACB ready
Starting and Stopping
The hub right angled gearing is of the cyclopalloidal type with a one-piece
ACB open
pinion wheel and shaft. The crown wheel is coupled to the propeller shaft with
Before the main motor or hydraulics can be remotely started, the Thruster control ready to start
a shrink fitted coupling flange. The propeller shaft has a flange cover and DSS
LIPSTRONIC electronics must be powered up and functioning correctly.
shaft seal for sea water protection while the pinion shaft is sealed from the air
In manoeuvre mode
using two shaft seals, the upper one is the ‘working’ seal, the lower one is a
Each control cabinet is fed by a 24V uninterruptible power supply (UPS). Link to main switchboard OK
standby device. The thruster hub is filled with oil and connected to the thruster
header tank to provide head pressure and so prevent any water ingress at the
If the control system is not functioning correctly the system raises an alarm via Hydraulic unit OK
seals, should the seals become damaged.
the IMACs system.
No emergency stop
The thruster propeller blades are of the highly skewed type. Because of this the
The hydraulic pump can be started locally (at the starter cabinet), in test mode No thruster unit failures
blades will tend to move to the forward pitch position, due to hydrodynamic
and in normal mode. Normally the hydraulics are started in normal mode from
forces. To prevent this there is a blocking valve in the oil distribution pipe If a precondition has not been met, the window will state: NOT READY FOR
the IMACs system. The IMACs system sends a hydraulic unit start request to
which keeps the after hub cylinder closed. This blocks the blades’ position. START. To interpret the preconditions and find the reason why the thruster is
the LIPSTRONIC unit, the hydraulic unit electric motor starts and a zero pitch
demand is given. The pitch stays at zero until the main electric motor is not ready for starting, the operator double clicks on the thruster INFO icon. A
The hydraulic power pack provides the energy to move the pitch of the blades. window will appear showing the operator the list of starting preconditions. A
running and the lever is brought to zero. If the hydraulic pressure is ever lost
The 100 litre oil tank and unit are fitted with gauges and pressure switches to cross will indicate which precondition has not been met.
the zero pitch demand is reset.
monitor the thruster oil system both locally and via the IMACs.
Issue: First 7.5 Thrusters Page 1

Illustration 7.5a Thrusters
High/Low
Level Alarm/Dipstick
Cold Air PT100
Monitoring Sensor
Grease Supply
Air To Water
& Discharge Filler/
Heat Exchanger
Breather
Grease Supply
Shuttle Header Tank
Leakage Valve
Monitoring 4WPROP
4/3 Way
PSV4 Proportional
Load Sensing Valve
15 bar
Low
P
A Level
Switch
P
A
TV1 Temperature Drain

Grease Supply Pressure Safety
Hot Air PT100 Control Valve
Valve 115 bar (Cooler Bypass)
Monitoring Sensor
Terminals
Earth
Connection
Space Heater SOV9
Grease Supply & Discharge Panel
Electric Drive Motor Oil - Water

PSV1 SOV7
Cooler
Header Tank
Filter Clogged RF1
Alarm Return Filter
Water Line Temperature
Monitoring
A
M T
Hydraulic Power SOV9
Pack Pump Local
Motor Gauges
SOV7 Low
Level Hydraulic Hydraulic
Power Thermometer
Switch Pump
Pack
Hydraulic Power Drain

Pack
SOV8
RP Return Line Overflow Header Tank To Power Pack RT Venting Line
PR Pressure Line/Return Line SOV8 TT Return Line Leakage Oil To Header Tank
Propeller
Blades Pod
Hub SOV10
RT1 RT2 TT2 Key
Hydraulic Oil
Feedback
Box
Electrical Signal
Hydraulic
Cylinder Oil Distribution Unit TT1
Issue: First Illustration 7.5a Thrusters

On activating the thruster start icon, the PMS starts a thruster start sequence: The header tank level is controlled by overflow tube RP. Fitted between the TT The complete stator winding is vacuum impregnated with resin. The stator
line and the RP tube is shut-off valve SV7. This valve is normally left in the windings are monitored thermally by 6 Pt 100 temperature sensors. Monitoring
1) Load demand check: 180 seconds
closed position. The valve can be opened when the hydraulic power pack tank of the temperatures is available on the IMACs system which will also raise
2) Start hydraulic power unit: 60 seconds requires filling via the header tank, or the header tank needs draining via the alarms if preset limits are exceeded.
hydraulic power pack.
3) Close thruster motor circuit breaker: 60 seconds
The rotor consists of a forged steel shaft with the laminated core shrunk-on.
The start sequence steps are also monitored by PMS. The thruster start icon (Note! The header tank contents will not fit in the hydraulic power pack tank.) The laminated core has axial cooling ducts and is axially secured by bonded
flashes green until the sequence is complete. On completion, the icon turns end laminations and clamping bolts. The squirrel-cage winding consists of
steady green. Shut-off valve SOV9, between the header tank and the TT line, should uninsulated flat copper bars wedged in the slots and is induction-brazed to the
normally be open. This is fitted to drain the hub. cage rings.
Control of the Propeller Blade Pitch
Shut-off valve SOV10, on the TT2 line, should normally be open. This is only The rotor is supported in greased anti-friction bearings which are arranged in
Hydraulic pressure from the pitch pump feeds the hydraulic oil supply unit, at closed when the hub is filled to prevent air inclusion. the end-shields on the top and at the bottom of the motor frame.
the free end of the propeller shaft, via the proportional valve. When the pitch
is stationary, ie, no change demanded, the pump pressure bleeds over the Local Start of the Thruster System The upper bearing must be provided with 40 grammes of grease every 4,000
pressure safety valve and the temperature control valve and returns to the tank. operating hours. The lower bearing must be provided with 105 grammes of
If the temperature rises to the value set at the temperature control valve, oil is a) Check the oil level in the tanks. grease every 4,000 operating hours. The grease must be carefully fed to the
directed to the oil cooler and then returned to the tank. The oil cooler utilises individual bearings 3 to 4 portions at 5 minute intervals with the machine
cooling water from the LT fresh water system for auxiliary consumers. b) Switch on the remote control system. running. Old grease thrown out by the grease slingers is to be removed from
the grease collectors at least before every third relubrication with the machine
When a pitch movement is ordered, the 4/3 way proportional valve is actuated. c) Switch on the hydraulic system. running or at standstill.
The load control valve directs only the required pressure to the proportional
valve, the excess pressure is directed back to the tank. The proportional valve d) Check the pitch is at the zero position. Motor Cooling System
controls the oil flow to the cylinder yoke in proportion to the demand signal.
If the cylinder yoke reaches its mechanical stroke limit, the pressure increases e) Check that all the control levers are at the zero pitch position. Cooling water temperature in: 38ºC
until the pressure relief limit is reached (normally 115bar). Cooling water temperature out: 44ºC
f) Start the thruster drive motor.
The returned oil from the hub is passed through a return filter. This filter has a The motors are fitted with closed air circuit hydrocoolers utilising cooling
bypass valve and a pressure gauge to indicate possible clogging. Local Stop of the Thruster System water from the LT fresh water system for auxiliary consumers. The cooling air
is drawn in through the upper end shield opening by the internal fan which is
There is a spring loaded non-return valve fitted to prevent the header tank a) Set the pitch to zero. mounted on the drive end of the rotor. The air flows from the non-drive end to
draining into the hydraulic power pack tank, through the oil distribution unit the drive end and leaves through the lower end-shield opening. The air is then
and proportional valve, when the system is not in use. b) Stop the thruster drive motor. passed to the air/water cooler where it is recooled to <50ºC. The cooling water
flow rate should be 13 m3/h at 38ºC, which can be adjusted at the cooling water
Pressure Monitoring and Interlocking c) Switch off the hydraulic system. inlet valve with the supply valve fully open. The temperature of the cooling air
is monitored in the supply and exhaust directions inside the motor by Pt100
At the hydraulic manifold block is a pressure line fitted with a pressure gauge d) Switch off the remote control system. sensors. Monitoring of the temperatures is available on the IMACs system
and pressure transmitters. The first pressure transmitter sends a milli-amp which will also raise alarms if preset limits are exceeded. Protection against
signal to the control system. When the hydraulic power pack is started, the oil Drive Motor cooler leakage is provided with an optical leakage detector which raises an
pressure must rise or the thruster drive motor is not released for starting. The alarm via the IMACs.
second pressure transmitter provides reference for the alarm system. The motor stator has a cast iron frame with a shrunk-in laminated core. The
stator core is built up of insulated circular electrical sheet steel laminations and As well as the main supply terminal box there is an auxiliary terminal box for
Oil Circuit and Header Tank is secured axially by bonded end laminations and insulated clamping bolts. the monitoring devices. There is an earth connection for the motor frame on the
Axial cooling ducts and holes are provided in the core. bottom end shield flange.
The oil pressure in the hub is maintained via the header tank. When the thruster
is working, leakage oil is led from the hub to the header tank via the TT and The three-phase double-layer integral coil stator winding is inserted in the Motor standstill heating is provided by a 230V 960W electric heater which is
RT line. The RT line only acts as a vent. The TT line connects to the bottom of open slots of the laminated core and secured by slot closers. The conductor automatic in operation.
the hub. material is mica-film insulated copper strips. The main insulation is made of
mica-glass tapes covered by semi-conducting corona grading tapes.
Issue: First 7.5 Thrusters Page 2

Illustration 7.6a Steering Gear Control
Start/Stop Start Start Start/Stop
43 Stop Control and Alarm Panel Stop 13
Control Signals Control Signals

45 Bridge Gyro Repeater 15
Black Out/ Autopilot (For Pump 1) 93 Autopilot (For Pump 2)
59 29
Emergency Generator
Running Signal Autopilot (For Pump 3) Autopilot (For Pump 4)
44 14
From Emergency
Rudder Ind. Port Steering Gear Rudder Ind. Starboard Steering Gear
Generator 92 91
77 Steering Control Port Steering Gear (For Pump No.1) Steering Control Port Steering Gear (For Pump No.2)
Supply 58 28 Supply
Autopilot Steering Control Steering Control Autopilot
440V 57 27 440V
54 Remote/Local Signal Remote/Local Signal 24
76 66
Remote/Local Signal To Port Steering Gear Remote/Local Signal To Port Steering Gear
81 80
Ext. Com. Alarm Local Steering Stand Ext. Com. Alarm
41 Process Station P.17.0 Process Station P.17.0 11
Signal Autostart/Autostop
10
Interface With C. Plath Interface With C. Plath
75 Amplifier Amplifier 65
Supply 440V C. Plath C. Plath Supply 440V
53 23
Oil Level Exp. Tank Oil Level Exp. Tank
38 8
35 Deg. Limit Switch Starboard 35 Deg. Limit Switch Starboard
Emergency 73 63 Starter
Starter 35 Deg. Limit Switch Port 35 Deg. Limit Switch Port
74 64
45 Deg. Limit Switch Starboard 45 Deg. Limit Switch Starboard
37 7
45 Deg. Limit Switch Port Rudder Limit Switches 45 Deg. Limit Switch Port
U2 36 6 U1
Starter 1 Pilot Valve Starboard Pilot Valve Starboard Starter 2
35 5
Pilot Valve Port Pilot Valve Port
34 4
Valve Block Monitor Valve Block Monitor
46 16
Valve Block Monitor Valve Block Monitor
47 17
Booster Pressure Booster Pressure
71 61
Proportional Valve Proportional Valve
50 20
Steering Gear
Control Valves Control Valves
56 70 tO Cooler Thermostat 25
Essential 690V
Cooler Thermostat tO 60
Supply 49 M Cooler Pump Motor 60hZ
Alarm
55 Booster Motor Cooler Pump Motor M 19 26
48 M
Oil Level Exp. Tank Essential
690V
60hZ Oil Level P. Tank Booster Motor M 18 Supply
39
Alarm
Motor Thermistor Pump Oil Level P. Tank 9
72
Station
Motor Thermistor
Motor Supply Emergency 62
31 M Motor/Pump 1
Motor Heating Emergency Motor Supply
M 1
32 Motor/Pump 2
Filter Clogging Motor Heating
Diff. Pressure Switch 2
33 P
Filter Clogging
M Filter Pump tO Diff. Pressure Switch P 3
78 Oil Level Switch
79
Oil Temperature Alarm 24 'Porsgrunn' Identification Numbers
30
Issue: First Illustration 7.6a Steering Gear Control

7.6 Steering Gear Mechanical rudder indicator, rudder angle transmitter, feed backs and rudder Wheelhouse
angle limit switches are mounted on the expansion tank.
Description Panels with the following indication:
Working Principle Start/stop/standby functions
Maker: Porsgrunn Steering Gear AS
Type: Rotary Vane For this description, the system is considered with one pump operating and the Steering control ready indication
Model: 550-165/2 rudder at midships. In this condition the swash plate within the pump is at the Remote/local indication
neutral position and no oil delivery takes place.
The steering gear consists of two independent rudders, each fitted with its own Electrical failure alarm
actuator. During normal steaming at sea, the two rudders would operate The reaction of the system upon receiving a signal to move the rudder is as Hydraulic lock alarm
together through the same angles and directions. For manoeuvring, they can be follows:
set to operate independently in different angles and directions. This, in Filter clogged and oil low level alarms
conjunction with the twin propellers, gives greater control over the movement Solenoids, controlling the booster pump output, operate and allow oil to be
of the aft end of the vessel. delivered to the servo piston. Movement of this piston acts to alter the angle of Control Functions
the swash plate and oil flows from the pump. The required flow is dependant The start and stop functions may be operated from the wheelhouse and from
The actuators are of the rotary vane type, driven by two independent swash upon the extent of the rudder movement required. In conjunction with the the steering gear. This is a manual operation. (For the steering control modes,
plate pumps. operation of the booster pump solenoids, the required directional pilot valve see section 9.8 Steering Control)
will have opened. This allows the flow of oil, from the swash plate pump to
Each pump unit is capable of moving the rudder through the working angle enter the two linked rotary vane compartments. The force exerted against the The two hydraulic power units may be operated separately or together. During
(35° in one direction through to 30° in the opposite direction) in the specified vanes causes movement of the rudder stock. Displaced oil, from the non- normal operation with one pump running, the other pump will be in standby
time of 56 seconds or 28 seconds with two pumps operating. The second pump pressurised pair of chambers, is allowed to return through the directional pilot mode. This will also occur when two pumps are in use and one is switched off.
unit can be connected at any time by starting the pump motor and hydraulic valve to the main tank. The feedback linkage feeds back the rudder position This pump will automatically revert to standby. If during voyage conditions,
control unit. and as the required angle is reached, the flow from the swash plate pump is the running pump motor suffers an overload condition, the standby motor is
reduced and finally ceases. The directional pilot valves close until a further started automatically. However, the motor in overload will not trip until the
The swash plate pump has control from zero to full output, in one direction movement order is received. standby motor is online.
only. The pump units draw oil from a common oil tank fitted with a weir
between the two pumps. This ensures that any transfer of oil from one side of Control and Equipment Locations (Note! When the system is in Local mode, the off-duty pump will not revert to
the system to the other will return by flowing over the top of the weir. The Standby mode.)
output of the swash plate pumps is controlled by a hydraulic cylinder driven by Steering Gear Room
a small booster pump. This also draws oil from the common oil tank. The standby unit will start in the event of:
Electric starters with monitoring instruments
Electrical failure
The rotary vane actuator is fitted with two vanes, forming two pairs of linked Start/stop switches
chambers. Internal mechanical stoppers limit the maximum rudder angle. Oil leakage
External limit switches prevent the actuator reaching the stoppers in normal Remote/local steering control device
Hydraulic lock
service. Local steering control of NFU mode
The following are alarm conditions:
Any leakage of oil from the actuator is piped to an expansion tank from where Direct control via magnetic valves
the oil is filtered and pumped back to the main oil tank. Filling of the system Phase alarm
P.E.C. controller
is also achieved through the expansion tank. Overload alarm
Engine Control Room
Control of the rudder movement is achieved by a variation of oil flow delivery Steering control alarm
from the pump, together with the operation of the directional pilot valve. A Panels with the following indication: Power failure
relief valve is fitted to protect the system against overpressure or pressure
Run/stop Pump stopped
surges, caused for example, by heavy seas. This valve is set to lift at 75bar and
when operated, causes pressurised oil to pass to the lower pressure chamber in Electrical failure alarm Low level in expansion tank
the actuator. The normal system operating pressure is approximately 60bar.
Hydraulic lock alarm Low level in either main tank
The oil is cooled by a pump and fan cooled radiator circuit, one fitted to each Low oil level alarm Filter clogged
side of the main oil tank. This system is thermostatically controlled.
Hydraulic lock
Issue: First 7.6 Steering Gear Page 1

Illustration 7.6b Steering Gear
Storage
Level
Expansion K Tank
Switches
Tank
M
A B
A C
Rotary Vane
Steering Gear
Spool Spool
Hydraulic System Detector B B A D Detector
Directional/ Directional/
Pilot Valve Pilot Valve
L L I J M M
Relief Valve Relief Valve

G H
R Relief Valve R
P P
Level
Oil Tank Switch Oil Tank
Oil Tank Level Level
Switch Switch
M M M M M M
Pump 1 Booster Oil Cooler Oil Cooler Booster Pump 2
Run Run
Motor Starter Start Start Motor Starter
Stop Stop
Alarms Alarms
Rudder
Electrical System Limit Switch
B1 Disconnect B2 Key
NFU Switch NFU
Hydraulic Oil
Electrical Signal
M Pilot M
Valve
Motor Circuit Motor Circuit
Control System Control System
Pump 1 Pump 2
Issue: First Illustration 7.6b Steering Gear

Procedure for Adding Oil to the System

FLEET REGULATIONS
Oil, added through the expansion tank, should be filtered prior to being
supplied to the main tanks. The fresh oil is admitted through valve ‘K’ into the TECHNICAL STANDING ORDERS OPTION 2 TECHNICAL
expansion tank. As the level rises, a level switch detects the oil and starts the
transfer pump. It is forced through a fine filter and into the main tank for No.2 AURORA TEC 2.4 STEERING GEAR DEPARTURE CHECK
hydraulic unit. When the level in this tank reaches the top of the weir, it passes
over into No.1 hydraulic unit tank. Stop the transfer pump and shut the run STEERING GEAR DEPARTURE CHECK
down valves including valve ‘K’. Ensure that the expansion tank transfer pump
cuts out as the level drops to normal.
It is possible to put fresh oil directly into the main tanks, but this is not
recommended as the oil is unfiltered and wear or damage may occur. Check all hydraulic header tanks and top up as required.
Check that the hydraulic oil storage tanks are full, top up as required.
Air in the oil system can affect the efficiency of the system, reducing the
turning torque developed and causing damage. It is often initially detected by Ensure the automatic lubrication grease drum is full and pump switched on.
unusual noise in the system. To bleed air from the system, refer to the
manufacturer’s instructions. Contact Bridge using emergency or backup communication lines (check from
both port & stb rooms), inform them that steering gear is ready to test and relay
Procedure to Put the Steering Gear into Operation gyro compass readings (stb room).
Start pumps on local control and check system pressure. (A visual check is to be
The system valves are assumed to be set for normal operation. Valves A, B, C
and D (actuator oil inlet/outlet valves), must all be open. made for system leakage).
Test push button control for each side and combined NFU in Local
a) Check the level and condition of the oil in the two sides of the
main oil tank and also in the expansion tank. Fill with the correct Stop pumps and return to 'remote' position (bridge have no control in 'local'
grade as required. but in 'remote', pumps can be stopped or started locally).
Bridge to start pumps and conduct movement tests to their satisfaction.
b) Start the required pump unit.
Inspect linkages and check machinery for leakage.
c) Check that the oil levels are still satisfactory.
Check local rudder indicators.
d) Check for any leakage and rectify if necessary.
Check pump load, with particular regard to direction changes.
e) Check for any abnormal noises. Check the machinery space bilges are dry and test alarms.
(All pumps to remain in running condition ready for departure standby).
f) Check the operating pressures and motor currents.
g) Carry out predeparture checks as per company instructions.

Port: Date: / /
Predeparture Check List
The following is the company's instructions for carrying out predeparture SEOOW Signature
checks of the steering gear. These are also Statutory requirements.
Print:
During steering gear checks all pumps are started remotely from the Bridge
and the rudders operated from 35-0-35º. This is repeated with only one pump
running on each rudder. This should take no longer than 28 seconds.
Issue: First 7.6 Steering Gear Page 2

Illustration 7.7a Stabiliser System Moment Due To Controller
Motion Of Sea Ship's
Fin Moment Movement Fin Control Loop
Indino- Filter Setting Port/Starboard
meter Roll
1 2 3 4 5 6 7 8 9
List
Calculator
Hydraulic Unit
12 Rate Filter Setting Setting Fin Pump Servo. Hydraulic Tilting Fin
Signal Flow Chart Gyro Rate Gain Controller Controller Valve Pump Cylinder
Valve Position
11 10 Setting
Actual Fin Angle Acceleration
Acceleration
Calculator
Ship's Setting Ration Fin Angle
Ship's Speed Ship's Motion Speed Log Adapter Transmitter
Fin
1. Roll Velocity Sensor - Rate Gyro 4. Proportional Valve / Hydraulic Pump - Controller 9. Ship Log Angle
Feedback
Roll Angle Sensor - Inclinometer 5. Proportional Valve 10. Fin Angle Measuring System Feedback Amplifier
Reduction
2. Roll Acceleration / Roll Rate / Roll - Controller 6. Variable Delivery Hydraulic Pump 11. Overload Protection System Fin Angle
3. Fin Positioning Controller 7. Fin Tilting Cylinder 12. Valve Position Measuring System
8. Fin
Electro-Hydraulic Unit
Fin
Cavity Oil Inlet

Housed
Limit Switch Greasing Points
Fin Control Loop

Port/Starboard
22
00
Fin Arm Shown Extended Hydraulic Housing/extending Ram
SCP
L BCP RIP Port Stabiliser Fin
Fin Box and Hydraulic Equipment Shown in the
Starboard Extended Position
SCP - Solas Control Panel
SA BCP - Bridge Control Panel
L - Ship's Log
LUB LUB RIP - Remote Indicator Panel
SA - Ship's Automation
CCU 00
LUB - Lub Oil Tank 22
CCU - Central Control Unit
00
RSU RSU - Roll Sensor Unit 22
LCU - Local Control Unit Hull
LCU LCU HPU - Hydraulic Power Unit
FU - Fin Unit Port Stabiliser
- Hydraulic Connection 0 Fin and Hull
17 Arrangement
HPU HPU - Electrical Connection
FU FU
Issue: First Illustration 7.7a Stabilisers

7.7 Stabilisers The casing rotates on oil lubricated bronze bushes. The upper bush takes the fluid sent to the tilting circuit. The fluid is sent to one or the other of the tilting
axial thrust of the unit’s weight as well as the fin lift and downforce. cylinder chambers thus controlling the fin angle.
Make: Fincantieri
The fin is locked in the housed or extended position by a sliding pawl engaging The electric motor driven pump is protected against overload at start-up by a
Type: Electro-hydraulic Folding Fin
on the rigging lever. This pawl is automatically unlocked by the rig-out
Max. Angle: ± 20º set of valves. The valves set the tilting circuit to bypass, when the circuit is
hydraulic sequence and locked during the rig in process. empty. This ensures that the variable displacement pump is unloaded if the
Introduction swashplate is not at the zero swash position. There is also a pressure relief
During the rigging out sequence, the control unit energises the solenoid valve valve (item 17) to limit the tilting circuit pressure, if the safety value is
controlling oil delivery to the rig in/out cylinder, provided the fin angle exceeded.
Stabilisers are active underwater fins designed to reduce the rolling of the ship.
remains at 0º, after receiving the ‘unlocked’ feedback signal from the locking
Rolling is caused by the effect of sea action on the hull during an ocean
device limit switch. Illumination of the FIN OUT signal lamp on the control During system shutdown, when the fin is housed, a pressure relief valve (item
passage. Active roll reduction is achieved by tilting the extended fin during a
panel indicates that the stabiliser has reached its correct position. A mechanical 18) controls and fades the hydraulic pressure, ensuring the fin is gently rested
roll. The effect of the ship’s forward motion on the fin surface produces a
pawl acts as a stop limit, supporting the thrust of the fin hydrodynamic against the guides in the fin box in the final stowed position.
lifting moment acting against the roll.
resistance.
Aurora is fitted with two retractable tilting fin units, located port and starboard A circuit pressure gauge is provided to indicate the pressure and a low pressure
During the rigging in sequence, the above procedure is reversed, the lock being switch activates an alarm and system shutdown, if the pressure drops too low.
in compartment 11 at deck 1 level.
activated after receiving the ‘fin in’ signal from the limit switch. Illumination
of the FIN IN signal lamp on the control panel, indicates that the stabiliser has The auxiliary servo pump, feeding the servo control circuit, has two functions:
The fins are tilted by hydraulic units powered by electro-hydraulic pumps.
reached its correct position.
When the fins are not in use they are housed within fin boxes located in the To feed oil to the proportional valve for servo control of the
hull, thus reducing drag on the hull. A hydraulic ram mechanism allows the fin variable displacement pump
Hydraulic Power Unit
to be rigged in and out (housed and extended) by folding the fin 90º.
To feed oil to the fin lock device
The electro-hydraulic power unit is located on top of the fin housing box. Each
Construction
unit consists of a variable displacement pump, an auxiliary gear pump and an The proportional valve is fed through an extremely fine filter to maintain the
auxiliary servo pump driven by the same electrical motor. A separate cleanliness of the oil. The filter is fitted with a differential pressure switch
The fins are made of steel and have a similar shape to an aeroplane wing. The
electrically driven pump is provided with manual controls. This pump can rig which raises an alarm if the filter performance drops.
fin is welded to a forged steel shaft supported by two spherical roller bearings
the fin in or out in the event of the failure of the main hydraulic unit. The
housed in the rotation casing, which also supports the fin tilting axis. The steel
variable displacement pump is a servo-controlled axial piston type which feeds Rigging In and Out Circuit
casing supports the fin bearing structure and provides the required housing,
the oil under pressure to the tilting circuit. The pump also feeds both chambers
linking the fin to the hull.
of the tilting cylinder, dependent on the position of the internal swash plate. The auxiliary gear pump feeds the rigging in and out circuit. By varying the
The tilting mechanism consists of a double effect cylinder which, by means of position of the open centre solenoid valve (item 33) the circuit performs two
The auxiliary gear pump has three functions: different functions:
a lever, tilts the fin to the required angle. The bottom end of the cylinder rod is
directly connected to the fin shaft crank. The top end connects to the upper Feeding the fin tilting circuit to balance the system’s volumetric losses Filtering, cooling and restoring the tilting circuit fluid
casing by two bronze bushes. The tilting cylinder is housed inside the rotation To provide a clean up circuit for the hydraulic oil using a special filter
casing containing the fin shaft end, tilting bearings and the bearing in an oil Feeding the fin rig in/out cylinder
bath. The rotation casing is directly connected to the oil header tank, which To feed oil under pressure to the normal fin rigging in and out circuits
When the valve (item 33) is de-energised, oil flows into the filtering and
keeps oil pressure within the casing due to head pressure.
The auxiliary servo pump has two functions: restoration circuit through a filter and heat exchanger. The filter has an optical
pressure sensor, which indicates when it is clogged and must be replaced. The
The fin angular position is transmitted to the control system which, in the case To feed oil to the variable displacement pump servo-control circuit heat exchanger is installed immediately downstream of the filter and maintains
of extreme fin angles, will reduce the swash of the variable displacement pump To feed oil to the circuit feeding the fin lock, in the rig-in position the oil temperature at or below 50ºC.
and thus bring the fin back within the working angle range. This limitation is
necessary to prevent the tilting cylinder from reaching its end stops. A second emergency circuit is provided with an electro-pump, safety valve and From the heat exchanger, the oil follows two paths. Oil is sent to the sump of
three manual distributors. This circuit enables the fin to be reset to the zero the variable displacement pump while the rest of the oil restores the tilting
The tilting shaft is provided with lip seals to prevent the ingress of sea water angle position, rig the fin in or out and to enable the fin lock. circuit. The oil circulating in the casing of the variable displacement pump
into the machinery and also the loss of oil into the sea.
cools the pump itself. The oil pressure and throughput are adjusted by a
Fin Tilting Circuit restrictor (item 31) and spring loaded non return valves (items 20 and 11).
The fins rig in to the hull housing boxes by rotating around the rig in axis,
which is at right angles to the tilting axis. This rotation is achieved by using a The variable displacement pump is servo-controlled by a proportional valve The oil make up of the tilting circuit is achieved through the non-return valves
double effect hydraulic cylinder fastened to the rotation casing by a crank lever which accurately defines the throughput to the tilting cylinder. This valve (items 19.3 and 19.4) by alternatively feeding the depressurised circuit.
and on the other end to the fixed stabiliser fin box structure. controls the swashplate of the pump, varying the delivery and direction of the
Issue: First 7.7 Stabilisers Page 1

Illustration 7.7b Stabiliser Controls
PORT FIN STARBOARD FIN PORT FIN STARBOARD FIN

UP 30 FIN STABILIZER 30 UP UP 30 FIN STABILIZER 30 UP
20 20 20 20
10 10 10 10
M E Z
0 0 0 0
10 10 10 10
R BP ZS LV P
I O I O I O I O I O
20 20 20 20
FIN OUT AT LAMP TEST
DOWN 30 SLOW SPEED 30 DOWN Down 30 30 Down
30
MPS 20
I O MPO MPSH 10
LAMP TEST
MPA 0 ALARM
10
20 ALARM/ H9 H11 H13 H14 H12 H10

IM ST SP H9 H11 H13 ACKNOWLEDGE
H14 H12 H10
30
FA TEST
EP PORT FIN ELECTR. SUPPLY STBD FIN ZERO
FORCED
I O EPO EPSH ON/OFF FAILURE ON/OFF SIGNAL
ROLL
EPA
PRIOR TO SWITCHING ON STABILIZER

SWITCH ON LOG OFF ON
OFF ON PRIOR TO SWITCHING ON STABILIZER

SWITCH ON LOG
STN ATLAS STN ATLAS
Marine Electronics Marine Electronics
MAIN SUPPLY EMERG. SUPPLY
I I
Central Control Panel Bridge Control Panel
O O
Motor Switch Box At Stabiliser Position

SCP
L BCP RIP
M Main Supply On Lamp
E Emergency Supply On Lamp
Z Zero Signal On Lamp
R Rig In/out Automatic Selection Switch SCP - Solas Control Panel
BP By-pass/Automatic Selection Switch SA BCP - Bridge Control Panel
ZS Zero/Automatic Selection Switch L - Ship's Log
LV Locking Valve Automatic Selection Switch LUB LUB RIP - Remote Indicator Panel
P Pump Automatic Selection Switch CCU SA - Ship's Automation
Fin Control Loop
MPS Main Pump Automatic Selection Switch LUB - Lub Oil Tank
Port/Starboard
MPO Main Pump On Lamp CCU - Central Control Unit
MPSH Main Pump Space Heater On Lamp RSU RSU - Roll Sensor Unit
MPA Main Pump Ammeter LCU - Local Control Unit
FA Fin Angle Meter LCU LCU HPU - Hydraulic Power Unit
IM Insulation Monitoring On Lamp FU - Fin Unit
ST Start Button - Hydraulic Connection
SP Stop Button - Electrical Connection
HPU HPU
EP Emegency Pump Switch
EPO Emegency Pump On Lamp FU FU
EPSH Emegency Pump Space Heater On Lamp
EPA Emegency Pump Ammeter
Issue: First Illustration 7.7b Stabilisers Control

The rig in/out circuit is fed when valve 33 is energised. The cylinder body Procedure for Stopping the Stabiliser System from the Bridge Procedure to Start Up the Stabiliser System in Local Mode from the
houses a non-return pilot valve and a two stage pressure relief valve to prevent Motor Switch Box
the rigged in fin from leaving the stowed position by hydrodynamic action. a) At the bridge control panel, press the OFF button.The button
The valves also ensure a gradual rigging out movement against the water flow illuminates and the stabiliser system stops. CAUTION !
past the hull. When the stabiliser system is operating in local mode, the fin in/out and
The fin control can be transferred from the bridge to the central control lock/unlock limit switches are disabled. A visual check of the fin position
The Emergency Circuit position, even when the fins are in operation, by switching the central control is essential.
panel selector switch to the LOCAL position.
The emergency circuit is fitted to rig the fin into the hull housing, in the case a) At the central switchboard panel, switch the control station
of main circuit failure or electronic control failure. (Note! If the log input signal push button, located inside the central selector switch inside to the LOCAL position. Press the LOG
switchboard panel is switched to the AUTOMATIC position.) INPUT SIGNAL button. This activates the ‘Manual’ signal
The circuit is fed by the emergency pump and by means of directional control function (the button illumination extinguishes).
valves (items 34.1, 34.2 and 34.3), provides control of all the necessary If the fins are housed, the fins will not rig out if the ship’s speed is
functions to house the fin. lower than the minimum speed setting. b) At the motor switch box, switch the ZERO SIGNAL selector
switch to the ON position, the ZERO SIGNAL lamp illuminates.
The directional tilting control valve (item 34.2), controls the fin tilting. The If the fins are rigged out, they will automatically rig in and house
directional rigging control valve (item 34.1), controls the fin rigging. The when the ship’s speed is lower than the minimum speed setting. c) Switch the MAIN PUMP MOTOR selector switch to the I (on)
directional locking valve (item 34.3), controls the position of the fin lock position, the MOTOR ON lamp illuminates.
device. Additionally, a manual valve (item 44.1), pressurises the tilting lock Procedure to Start Up the Stabiliser System from the Central
circuit of the rigged-in fin in the case of an accumulator circuit failure. The Switchboard Position d) Switch the BYPASS selector switch to the I (on) position, the
emergency circuit can be also used to carry out maintenance operations (See BYPASS ON lamp illuminates.
the manufacturer’s manual for further information). a) At the motor switch box, switch the main pump motor selector
switch to the AUTOMATIC position and switch all the other e) Switch the PUMP bypass selector switch to the I (on) position, the
The emergency circuit is fitted with a pressure relief valve (item 30.3) to limit switches (except the supply switches) to the O (off) position. fin automatically centres at the zero pitch position.
circuit pressure and a pressure gauge (item 43) indicates circuit pressure.
b) Switch the control station selector switch (located inside the The fin is now ready for rigging out. Visually check that the fin is at the zero
Stabiliser System Operation central switchboard panel) to the LOCAL position. degree position.
Procedure for Setting Up the Stabilisers to Enable Automatic Bridge c) Start the port fin system, by pressing the PORT FIN ON/OFF f) Switch the FIN LOCK/UNLOCK selector switch to the No.2
Operation button (the button illuminates). Start the starboard fin system by position (unlocked). The fin lock disengages. Visually check that
pressing the STBD FIN ON/OFF button (the button illuminates). the locking device has disengaged.
a) At the stabiliser motor switch box, switch the main supply isolator
to the ON position, switch the main pump motor selector to the d) Press the LOG INPUT SIGNAL button, located inside the central g) Switch the RIG IN/OUT selector switch to the No.2 position (rig
AUTOMATIC position and switch all the other switches (except switchboard panel, to activate the automatic signal function (the out). The fin starts to rig out.
the supply switches) to the O (off) position. button illuminates).
h) Switch the RIG IN/OUT selector switch to the O position (off)
b) At the central switchboard panel, switch the control station e) Press the ON button, located on the central switchboard panel, to when the fin is completely rigged out (extended).
selector switch to the BRIDGE position. Activate the port fin start the stabiliser system (the button illuminates).
system by pressing the PORT FIN ON/OFF button (the button i) Switch the FIN LOCK/UNLOCK selector switch to the No.1
illuminates). Activate the starboard fin system by pressing the Procedure for Stopping the Stabiliser System from the Central Position position (locked). The fin is locked in the rigged out position.
STBD FIN ON/OFF button (the button illuminates).
a) At the central control panel, press the OFF button, the button
c) Press the LOG INPUT SIGNAL button, located inside the central illuminates and the stabiliser system stops.
switchboard panel, to activate the automatic signal function (the
button illuminates). The fin control can be transferred from the central control position to the
bridge, even when the fins are in operation, by switching the central control
d) At the bridge control panel, the system is ready to start when the panel selector switch to the REMOTE position.
OFF button is illuminated. Press the ON button, the button
illuminates and the stabiliser system starts up.

Illustration 7.7c Stabiliser Hydraulic System Key
Hydraulic Oil 6 Emergency Operation Item No.s
Rigging In Cylinder
Tilting
Electrical Signal 54 Manufacturer's Item No.s
Fin Lock Cylinder
Hydraulic Power Pack
35 54
16 bar 53
1 2
24.2
PS19 PS18 24.1
26.1 27 26.2 28 29 23
17
4 22.7
22.5 25.1 25.2 25.3
18
40
22.4 Fin Out Fin In Fin Down Fin Up Fin Unlocked Fin Locked bar
22.6 19.1
V2 V3
19.2
33 34.1 34.2 34.3

32 17 180
6 5 bar
60.2 60.1 60
19.3 19.4 22.2
22.1
31 21
30.1 22.3 20
180 bar
8
bar
80 bar 11
15
25 2.5
bar
56
PS62.1 PS62.2
55 16
42.2 x
57 x 52
90 bar
43 8 PV
44.2 44.3
3 63 V4
36.1 7 30.2
PS17
42.1 30.3
180 bar 80 bar 58 61
Main
10
51.1 Electric
9 13 Motor
38 5 6 48 50 2
1 Emergency Accumulator 47 M 14
M M PF
Gear TS20 S21 Gear 49 12
39 40 Auxiliary 3
Pump Pump Auxiliary
Servo Variable Displacement
Gear
8 Pump Pump
46 7.2 7.1 Pump 4
Issue: First Illustration 7.7c Stabilisers - Hydraulic System

Procedure to Rig In the Fin j) Set the directional control valve (item 4) of the fin lock to the k) Turn the EMERGENCY PUMP MOTOR on/off switch (on the
UNLOCKED position. Visually check the locking device is fully motor switch box panel) to the O (off) position.
a) Unlock the fin as above and turn the RIG IN switch to the No.1 disengaged.
(rig in) position. The fin starts to rig in. l) Close the manual shut-off valve (item 3) on the delivery of the
k) Set the directional rigging control valve (item 6) to the RIG OUT emergency pump.
b) When the fin reaches the rigged in position, turn the RIG IN/OUT position. The fin starts to rig out, when fully extended visually
switch to the O (off) position. check the fin position. m) Close the manual shut-off valve (item 8).
c) Lock the fin in the rigged in position. l) Set the directional control valve (item 4) of the fin lock to the n) Close the manual shut-off valves (items 1 and 2) on the main
LOCKED position. Visually check the locking device is fully tilting circuit.
d) Reverse the steps above to switch down the system. engaged.
Stabiliser Emergency Operation The fin is now safely rigged in.
m) Carry out tilting or maintenance as required.
In the event of a failure of the main hydraulic circuit or the electronic circuitry,
the fins can be rigged in (housed) or rigged out (extended) using the emergency Procedure to Rig In a Fin Using the Emergency Circuit
system. The procedure is much slower than the normal operation, taking
approximately 10 minutes to rig in/out a fin. a) At the motor switch panel, turn the MAIN PUMP motor switch to
the O (OFF) position.
WARNING !
Any manual control on the hydraulic units must be performed with the motors b) Close the manual shut-off valves (items 1 and 2) on the main
stopped. tilting circuit.
Procedure to Rig Out a Fin Using the Emergency Circuit c) Close the manual shut-off valves (item 7).
a) At the motor switch panel, turn the MAIN PUMP motor switch to d) Open the manual shut-off valve (item 3) on the delivery of the
the O (OFF) position. emergency pump.
b) Switch the accumulator pump motor switch to the O (off) e) Turn the EMERGENCY PUMP MOTOR on/off switch (on the
position. motor switch box panel) to the I (on) position.
c) Close the manual shut-off valves (item 7). f) By reference to the fin angle meter check the actual angle of the
fin.
d) Open the manual shut-off valves (item 8) for discharging the
pressure accumulator. g) Move the directional tilting control valve (item 5) on the
hydraulic power unit in the up or down direction until the angle of
e) Close the manual shut-off valves (items 1 and 2) on the main the fin is at zero degrees.
tilting circuit.
h) Set the directional control valve (item 4) of the fin lock to the
f) Open the manual shut-off valve (item 3) on the delivery of the UNLOCKED position. Visually check the locking device is fully
emergency pump. disengaged.
g) Turn the EMERGENCY PUMP MOTOR on/off switch (on the i) Set the directional rigging control valve (item 6) to the RIG IN
motor switch box panel) to the I (on) position. position. The fin starts to rig in, when fully housed visually check
the fin position.
h) By reference to the fin angle meter, check the actual angle of the
fin. j) Set the directional control valve (item 4) of the fin lock to the
LOCKED position. Visually check the locking device is fully
i) Move the directional tilting control valve (item 5) on the engaged.
hydraulic power unit in the up or down direction, until the angle
of the fin is at zero degrees.

Illustration 7.8a Accommodation Ladders
Deck - 7 Arrangement - Short Accommodation Ladder 6S

Long Ladder 3P Long Ladder 1P Short Ladder 5P
Ladder Shown
In Stowed Position Deck - 8
Port
Fashion Forum Anderson's

Charlie's
Mayfair
Forward
Deck - 7
Mayfair Court
Pantry
Starboard
Long Ladder 4S Long Ladder 2S Short Ladder 6S Ladder Shown

In Rigged Position Deck - 6
Ladder Shown In Various Deployment Positions
Deck - 5
Ladder Winch
Motor and Gearbox
Ladder Shown In Stowed Position
Ladder Shown In
Embarkation Position Deck - 4
Slewing Motor
and Gearbox
Upper Platform Side Of Ship

Motor and Gearbox
Lower Platform
Motor and Gearbox Quay Side
(Under)
Issue: First Illustration 7.8a Accommodation Ladders

7.8 Accommodation Ladders safety feature ensures that the ladder can not be auto-retrieved while fixed to To stow the ladder, reverse the above procedure, using the AUTO-RETRIEVE
the gangway door or auto-deployed if it is in the maintenance position over the pushbutton in step f. When the ladder has been correctly stowed using the
Manufacturer: FA Welin promenade deck.) automatic procedure, the AUTO-RETRIEVE OK lamp will illuminate.
Manufacturer’s No.s: GOT 910533-(1-6) There is also a safety button on the remote control pendant which will stop the
Long Accommodation Ladders ladder deployment sequence if required.
Short Ladders
Length: 6m The forward long ladders 1P and 1S are mounted at frame 200 and are used at Short Accommodation Ladders
Hoist motor: 690V 2.2kW passenger doors 10 and 11. The aft long ladders 3P and 4S are mounted at
frame 168 and are used at passenger doors 16 and 17 on deck 6, doors 18 and The short ladders 5P and 6S are mounted forward at frame 248 and are used at
Long Ladders 19 on deck 5 and doors 20 and 21 on deck 4. passenger doors 8 and 9.
Length: 9.6m
Slew motor: 690V 1kW The long ladders are PLC controlled and once cleared for rigging can be The short ladders have no automatic control function and have to be manually
Hoist motor: 690V 2.5kW moved with one command, using the AUTO-DEPLOY pushbutton. The PLC swung out before the hoist can be used to raise or lower the platform.
Platform motors: 690V 2.5kW will act according to a program to swing out and lower the ladder close to the
required deck. The limit switches act as feedback for the PLC to advance or Procedure For Rigging the Short Ladders
There are six accommodation ladders on Aurora. They are used as gangways stop the program when the deployment or stowing actions have taken place.
for passenger access to and from the ship while alongside. Four are long, fully Ensure the gangway platform is rigged at passenger door 8 or 9.
automatic, self-rigging ladders and two are manually controlled short ladders. The ladders can be stowed using the AUTO-RETRIEVE pushbutton on the
There are two fully automatic (self deploy/retrieve) ladders and one short remote control once cleared and in the safety window. These ladders can also a) Clear the ladders for rigging by releasing the stowage locking
ladder on each side of the ship. Each ladder is stowed in the collapsed position be manually slewed and lowered into position using the pendant remote devices and straps.
before being deployed and stowed using a gantry davit. control unit. The platforms can also be raised and lowered separately. The
remote control units are plugged in at the control position adjacent to each b) Plug in the remote control pendant box at the promenade deck
They are stowed at deckhead level on deck 7 outboard on the promenade area. ladder on the promenade deck. The controls can also be plugged in at the control station panel.
The ladders are swung out and lowered down to connect onto the gangway respective passenger door entrance to enable local rigging control.
platforms which are integrated into passenger doors. The length of the ladders c) Ensure the main switch is on at the electrical panel. The MAINS
means they have to be rotated in the stowed position before being swung out Procedure For Rigging the Long Ladders indicator lamp at the remote control position will illuminate.
and lowered. This is achieved by a slewing arm (moved by a gearbox powered
by the slewing motor, on the long ladders). Once swung out, the davit arm acts Ensure the gangway platform is rigged at the required passenger door. d) If all is clear on deck and over the side, manually swing out the
conventionally to raise or lower the ladder. The ladders use conventional ladder to the fully out position.
electrically operated brakes, of the failsafe type. a) Clear the ladders for rigging by releasing the stowage locking
devices and straps. e) Lower the ladder by pressing the LADDER DOWN pushbutton.
The gangway platforms are arranged in the door openings of the passenger When the ladder reaches and engages the platform on deck 4, stop
doors. They swing outside and downwards, actuated by one hydraulic b) Plug in the remote control pendant box at the promenade deck lowering. Secure the ladder and rig the handrails etc.
operating cylinder. The platform is hinged to a supporting frame which moves control station panel.
inside and sidewards. All platform functions are carried out at the remote f) If necessary, the remote control unit can be taken to the required
control panel, mounted inboard of the door. c) Ensure the main switch is on at the electrical panel. The MAINS deck and plugged in locally at the passenger door to enable
indicator lamp at the remote control position will illuminate. accurate control and deployment at the scene.
The ladders themselves are made of a light rustproof alloy. The steps are
approximately 1 metre in width and are self-levelling to allow for the rise and d) Select the required mode of operation, normally A for automatic To stow the ladders, reverse the above procedures.
fall of the ship at tidal ports. They are fitted with handrails and there is a operation or H for hand.
platform at the base of the ladder with castor type wheels to allow for
movement. e) Select the deck required, 5, 6 or 7.
(Note! The auto-deploy and auto-retrieve facilities will only operate if the f) If all is clear on deck and over the side, press the AUTO-
ladder is within its movement ‘safety window’. On deployment, the ladder will DEPLOY pushbutton. The ladder deploys to a position close to
auto-deploy to a preplanned position close to its connection position and then the selected deck. The operator then plugs in the remote control
stop. The operator must then manually control the ladder to the required final unit at the required deck and locally adjusts the final position.
position. Similarly, upon disconnection from its deployed position, the ladder
will not auto-retrieve until it is manually moved into the safety window. This g) Once the ladder is rigged at the required deck, secure the ladder
and rig the handrails etc.
Issue: First 7.8 Accommodation Ladders Page 1

Illustration 7.9a Tender Embarkation Platforms
HPP Unit Motor Starter SK 418.0011/01 Process - Station MD 55 Q6 Remote Control Panel
W.T. Door Station
Tender Embarkation 230V/60hZ P15.0 690V/60hZ Tender Embarkation
Deck 4 Fz4
Platform 14 Platform 14
Door Locked Door Not Fully

Voltage Emergency Stop Oil Level Oil Temp. Closed Locked Closed
On Activated Min. High
Ammeter
A A Operation Lamp Failure
On Test
Hourmeter H H
I
Door Pump 1-2 Door
Lamp Close On Open
Test
Door Door Door Door Door Door Door Door
Pump 1 Pump 2
Closed Closed Open Open Locked Locked Locked Locked O
On On (Safety Indic.) (Safety Indic.) (Open) (Safety Indic.) (Open) (Safety Indic.) Door Pump 1-2 Door
(Open) (Open) Limit Lock Off Unlocked
Switches (Closed) (Closed)
Pump 1 Pump 2
Off Off
Door Ladder Raise
S14 S14 S14 S14 S14 S14.7 S14.7 S14.7 Lock Raise Mov. Step
Main (Opened)
.3 .3-B .4 .4-B .7.1 .1-B .2 .2-B
Switch
Junction Box Tender Embarkation Platform 14 Door Ladder Lower

Unlock Lower Mov. Step
(Open)
Emergency S14 S14.5 S14 S14.5 S14 S14.5 S14 S14 S14 S14 S14
Stop
.5.1 .1-B .5.2 .2-B .5.3 .3-B .6.1 .6.2 .6.3 .8.1 .8.2
Emergency
Stop
Door Door Door Door Door Door Door Door Door Door Door
Locked Locked Locked Locked Locked Locked Unlocked Unlocked Unlocked Unlocked Unlocked
(Closed) (Safety Indic.) (Closed) (Safety Indic.) (Closed) (Safety Indic.) (Closed) (Closed) (Closed) (Open) (Open)
(Closed) (Closed) (Closed)
S14.1 S14.2 Y1 Y2 Y3 Y4 Y5 Y6 Y7 Y8 Y9 Y10 Y11

M M 9
Hydraulic Hydraulic Oil Oil Interrupt Open Close Unlock Lock Unlock Lock Raise Lower Raise Lower
Pump Pump Level Temperature Pressure Door Door Door Door Door Door Ladder Ladder Movable Movable
5.5kW 5.5kW Minimum High Circuit (Opened) (Opened) (Closed) (Closed) Step Step
Hydraulic Power Pack Platforms Rigged
Issue: First Illustration 7.9a Tender Embarkation Platforms

7.9 Tender Embarkation Platforms Operation of the Platforms p) Unsecure the movable step manually.
Manufacturer: Macor Neptun a) Check the oil level in the hydraulic oil tank. q) Press the RAISE MOVABLE STEP pushbutton until the movable
step is fully raised.
The tender embarkation platforms are located on deck 3, port and starboard. b) Check the emergency stops are unlocked and the main isolator
There are four in total, two on each side. The platforms fold down from the switch of the motor starter control cabinet is switched on. r) Unsecure the flaps of the movable step.
ship’s hull at water level to provide a safe and secure docking zone for the
ship’s tenders and a safe passage for personnel, from the tenders to the ship. c) The control panel should show the platform as being closed and s) Turn one of the flaps in the direction of the tender and the other
locked (indicated by the indication lamp CLOSED/LOCKED on flap in the direction of the ship’s hull. The flap pointing to the hull
The platforms are fitted with a ladder (connecting the platform with passenger the remote control panel). is to guide people’s feet against stepping into the platform recess.
doors 20 or 21), five mechanically operated and adjustable fenders, three
mooring bollards and a movable step. The moving steps ensure an easy and d) Switch off the key-operated emergency stop switch. The t) Press the PUMP 1+2 OFF pushbutton, the PUMP 1+2 ON lamp
safe passage from the tenders to the platform. All functions are carried out at OPERATION ON, DOOR CLOSED and DOOR LOCKED is switched off, the pump unit stops.
the remote control panel, mounted close to the platform. Personnel may enter (CLOSED) lamps will illuminate.
or leave the ship via passenger doors 20 and 21 or via deck 3 doors 12, 13, 23 u) Activate the key-operated emergency stop switch, all the lamps
and 24. e) Press the LAMP TEST pushbutton, to check all signal lamps. are switched off.
The platforms have a maximum working load of 320kg per square metre. f) Press the PUMP 1+2 ON pushbutton, the PUMP 1+2 ON lamp CAUTION!
illuminates and both motors of the pump unit will start. The ladder must not be operated until all the fenders are in the working
All four platforms open outwards and downwards, actuated by two operating position. The movable step must not be operated until the ladder is in the
cylinders. In the closed position, the platforms are locked by hydraulically g) Press the UNLOCK DOOR (CLOSE) pushbutton, until the working position!
operated cleating devices arranged on the inside. In the open position, the DOOR UNLOCKED (CLOSED) lamp illuminates, the cleats will
platforms are locked by hydraulically operated securing devices arranged unlock. The stowing of the platform is a reversal of this procedure. When the platform
inside. All functions are carried out at the remote control panels, mounted door is in the fully closed and locked position, the DOOR CLOSED AND
inboard of the platforms on deck 3. h) Press the OPEN DOOR pushbutton until the DOOR OPEN lamp LOCKED green signal lamp illuminates.
illuminates, the door will move into the open position.
Tender Embarkation Platform 14 If the door is not in the fully closed and locked position, the DOOR NOT
This tender embarkation platform is located on deck 3 at frame 176 at the port i) Press the LOCK DOOR (OPEN) pushbutton until the DOOR FULLY LOCKED AND CLOSED red signal lamp illuminates.
side. LOCKED (OPEN) lamp illuminates, the door is locked in the
open position. A failure indication at the remote control panel means that there is an alarm or
Tender Embarkation Platform 15 there has been a failure at the motor starter panel.
The tender embarkation platform is located on deck 3 at frame 176 at the j) Bring all the fenders into the working position.
starboard side. If there is a ‘Max. Temp’ alarm at the motor starter cabinet, the maximum
k) Unsecure the ladder manually, by releasing the two eye screws. acceptable oil temperature has been reached. The pump drive motors will be
Tender Embarkation Platform 24 switched off. The oil in the tank must cool naturally before the system can be
The tender embarkation platform is located on deck 3 at frame 156 at the port CAUTION! used again.
side. The gangway platforms fitted at passenger doors 20/21 MUST be in place
before raising the ladders into their working position. The ladder must be If there is a ‘Filter’ alarm at the motor starter cabinet, the oil filter is clogged.
Tender Embarkation Platform 25 fully stowed before removing the gangway platforms. The current operation may be completed. When that part reaches its final
The tender embarkation platform is located on deck 3 at frame 156 at the position, the filter element in the return filter must be replaced immediately.
starboard side. l) Press the RAISE LADDER pushbutton until the ladder is in the
working position. If there is an ‘Oil level Min.’ alarm at the motor starter cabinet, the oil level is
The tender embarkation platforms have double pump set hydraulic pump units. low. To protect the pump units against damage due to the lack of oil, they are
In the case of failure of one pump or one electric motor, operation can still be m) Bring the dismountable railing into the working position. equipped with a minimum oil level switch. This will switch off the pump unit
carried out by means of the remaining operational pump unit. The defective if the oil level falls below a certain minimum level. The oil level must be
pump units must be electrically isolated n) Bring the railing of the ladder into the working position and topped up before the pumps can be restarted.
secure the railing manually.
o) Raise the movable step.
Issue: First 7.9 Tender Embarkation Platforms Page 1

Illustration 7.10a Shell Doors
Shell Door 17 Deck 6
Searchlight
Door 1
Deck 6
Zone 7 Zone 6 Zone 5 Zone 4 Zone 3 Zone 2 Zone 1

Shell Door 33 Shell
Shell Door 23 Shell Door 13 Shell Door 11 Shell Door 9 Deck 4 Mooring Door 7 Mooring Door 3
Deck 4 Door 29
Tender Platform 25 Tender Platform 15 Deck 5 Deck 6 Deck 6
Deck 4
Bunker Deck 3 Deck 3
Station
Door 27 Shell Door 21 Shell Door 19
Deck 4 Deck 5
Shell Door 16
Deck 6
Zone 1 Zone 2 Zone 3 Zone 4 Zone 5 Zone 6 Zone 7
Mooring Door 2 Mooring Door 6 Shell Door 8 Shell Door 10 Shell Door 12 Shell Door 22 Bunker Shell Engine Shell Shell Door 32
Deck 6 Deck 6 Deck 4 Deck 5 Tender Tender Station Door 28 Door 30 Deck 4
Platform 14 Platform 24 Door 26 Deck 4 Deck 4
Shell Door 18 Shell Door 20

Deck 5 Deck 4
Issue: First Illustration 7.10a Shell Doors

7.10 Shell Doors Passenger Doors Passenger Door 20

This passenger door is located on deck 4 at frame 168 on the port side. It opens
Manufacturer: Macor Neptun The passenger doors are located at decks 4, 5 and 6 levels. In the closed inwards and upwards, actuated by one operating cylinder. In the frame of this
position, the passenger doors are all locked by hydraulically operated cleating door is an integrated platform which will swing outboard to carry the ladders
The shell doors on Aurora consist of personnel access doors, storing doors for devices arranged inside. The open, close, lock and unlock functions are carried of tender embarkation platforms 14 and 24.
stores and baggage, mooring/docking doors, bunker station doors and tender out at the remote control panel mounted adjacent to the door. The doors all
embarkation platforms. The location of the various doors can be seen in have strongbacks, which must be operated manually. Passenger Door 21
illustration 7.10a. For all doors, the open, close, lock and unlock functions are This passenger door is located on deck 4 at frame 168 on the starboard side. It
carried out at the remote control panel mounted adjacent to the door. Passenger Door 8 opens inwards and upwards, actuated by one operating cylinder. In the frame
This passenger access door is located on deck 4 at frame 248 on the port side. of this door is an integrated platform which will swing outboard to carry the
The maximum ship list and trim values for operating the shell doors are: It opens inwards and upwards, actuated by one operating cylinder. ladders of tender embarkation platforms 15 and 25.
List: 7º, Trim by Stern: 2º, Trim by Head: 2º. Passenger Door 9 Passenger Door 22
Mooring Doors This passenger door is located on deck 4 at frame 248 on the starboard side. It This passenger door is located behind tender embarkation platform 24 on deck
opens inwards and upwards, actuated by one operating cylinder. 3 at frame 156 on the port side. It opens inwards and upwards, actuated by one
The mooring doors are located around the forward mooring deck on deck 6 in operating cylinder.
zone 1. Doors 2, 3, 6 and 7 are for the benefit of mooring staff to provide a Passenger Door 10
view of the mooring dockside and the ropes. The doors open out and down This passenger door is located on deck 5 at frame 206 on the port side. It opens Passenger Door 23
providing a viewing platform when in the rigged out position. This platform is inwards and upwards, actuated by one operating cylinder. The passenger door is located behind tender embarkation platform 25 on deck
required due to the shape of the hull and the enclosed nature of the forward 3 at frame 156 on the starboard side. It opens inwards and upwards, actuated
mooring deck. In the closed position, the mooring doors are all locked by Passenger Door 11 by one operating cylinder.
hydraulically operated cleating devices arranged inside. This passenger door is located on deck 5 at frame 206 on the starboard side. It
opens inwards and upwards, actuated by one operating cylinder. Bunker Station Doors
Mooring Door 1
This mooring door/platform is located on deck 6 in the bow area at the centre Passenger Door 12 The bunker doors 26 and 27 are located on deck 4 at frame 140 in the bunker
line. It opens inwards and upwards, actuated by one operating cylinder. The This passenger door is located behind tender embarkation platform 14 on deck stations on the port and starboard sides respectively. They open inwards and
door is fitted with a manually operated strongback. This door is specially fitted 3 at frame 176 on the port side. It opens inwards and upwards, actuated by one sidewards, actuated by one operating cylinder. In the closed position, the doors
to allow for the siting of a searchlight, primarily for Suez Canal transit. operating cylinder. are locked by hydraulically operated cleating devices arranged inside. The
doors have strongbacks which must be operated manually.
Mooring Door 2 Passenger Door 13
This mooring door/platform is located on deck 6 in the bow area on the port This passenger door is located behind tender embarkation platform 15 on deck Baggage Doors
side. It opens outwards and downwards, actuated by one operating cylinder. 3 at frame 176 on the starboard side. It opens inwards and upwards, actuated
The platform is to be used for personnel only. by one operating cylinder. The baggage doors 28 and 29 are located on deck 4 at frame 134, port and
starboard sides respectively. Immediately inside the doors are dedicated
Mooring Door 3 Passenger Door 16 loading ramps especially for the purpose of loading baggage into the baggage
This mooring door/platform is located on deck 6 in the bow area on the This passenger door is located on deck 6 at frame 176 on the port side. It opens reception foyer. The doors open inwards and upwards, actuated by two
starboard side. It opens outwards and downwards, actuated by one operating inwards and upwards, actuated by one operating cylinder. operating cylinders. In the closed position, the doors are locked by
cylinder. The platform is to be used for personnel only. hydraulically operated cleating devices arranged inside. The doors have
Passenger Door 17 strongbacks which must be operated manually.
Mooring Door 6 This passenger door is located on deck 6 at frame 176 on the starboard side. It
This mooring door/platform is located on deck 6 in the bow area on the port opens inwards and upwards, actuated by one operating cylinder. Machinery Door 30
side. It opens outwards and downwards, actuated by two operating cylinders. The machinery removal door is located on deck 4 at frame 128 at the port side.
This platform can be used for personnel and also as a stores and loading It opens parallel and outwards, actuated by one operating cylinder. In the
platform with a maximum working load of 1.5tons. Passenger Door 18 closed position, the door is locked by hydraulically operated cleating devices
This passenger door is located on deck 5 at frame 172 on the port side. It opens arranged at the door leaf side. There is a hatch cover located in the deck
Mooring Door 7 inwards and upwards, actuated by one operating cylinder. inboard of this door. It opens upwards, actuated by one operating cylinder. In
This mooring door/platform is located on deck 6 in the bow area on the the closed position, the cover is locked by hydraulically operated cleating
starboard side. It opens outwards and downwards, actuated by two operating Passenger Door 19 devices arranged cover-side. The hatch operations are carried out from the
cylinders. This platform can be used for personnel and also as a stores and This passenger door is located on deck 5 at frame 172 on the starboard side. It remote control panel mounted adjacent to the hatch on deck 4. The hatch has
loading platform with a maximum working load of 1.5tons. opens inwards and upwards, actuated by one operating cylinder. a maximum working fork lift axle load of 2.5t when in the closed position.
Issue: First 7.10 Shell Doors Page 1

Stores/Baggage Doors g) Press the PUMP 1 ON pushbutton, the PUMP 1 ON lamp A passenger door must be in the closed position
illuminates and one motor of the pump unit will start.
A baggage door must be in the closed position
Shell doors 32 and 33 are located on deck 4 at frame 74 at the port and
starboard sides. They open inwards and upwards, actuated by two operating h) Press the UNLOCK DOOR pushbutton until the DOOR A bunker door must be in the open position
cylinders. In the closed position, the doors are locked by hydraulically UNLOCKED lamp illuminates. The cleats will unlock.
A gangway platform must be in stowed position
operated cleating devices arranged at the door leaf side. The doors have
strongbacks which must be operated manually. Immediately inside the doors i) Press the OPEN DOOR pushbutton until the DOOR OPEN lamp A hinged cover must be in the closed position
are dedicated loading platforms especially for the purpose of loading stores. illuminates. The door will move into the open position.
If the oil level is checked while the equipment is another position to that stated,
Tender Embarkation Platforms j) Press the LOCK DOOR pushbutton until the DOOR LOCKED the reading will be incorrect. If the oil level is topped up while the equipment
lamp illuminates, the door is now open and secured. When the is in the incorrect position, the tank may overflow, due to oil flowing back from
The tender embarkation platforms are located on deck 3. They open outwards door is in the open and secured position, the CLOSE DOOR the cylinders.
and downwards, actuated by two operating cylinders. In the closed position, pushbutton can not be operated.
the platforms are locked by hydraulically operated cleating devices arranged To protect the pump units against damage due to the lack of oil, they are
on the inside. In the open position, the platforms are locked by hydraulically k) Press the PUMP 1+2 OFF pushbutton, the PUMP 1 ON lamp is equipped with a minimum oil level switch. This will switch off the pump unit
operated securing devices arranged inside. The platforms are closed off by a switched off and the pump unit stops. if the oil level falls below a certain minimum level. An indicator lamp will alert
passenger shell door mounted inboard of the platform. The platforms are the operator to this condition.
described in detail in section 7.9, Tender Embarkation Platforms. l) Activate the key-operated emergency stop switch, all the panel
lamps are switched off. Operation In the Event of Failure
Tender Embarkation Platform 14
This platform is located on deck 3 at frame 176 at the port side. The closing of the door is a reversal of this procedure. When the door is in the Mooring doors 1, 2, 3, 6 and 7 and all tender embarkation platforms have
fully closed and locked position, the DOOR CLOSED AND LOCKED green double pump set hydraulic pump units. In the case of failure of one pump or
Tender Embarkation Platform 15 signal lamp illuminates. If the door is not in the fully closed and locked one electric motor, operation can still be carried out by means of the remaining
This platform is located on deck 3 at frame 176 at the starboard side. position, the DOOR NOT FULLY LOCKED AND CLOSED red signal lamp operational pump unit. The defective pump units must be electrically isolated.
illuminates.
Tender Embarkation Platform 24 Passenger doors 8 to 13 and 17 to 23, bunker doors, baggage doors, the
This platform is located on deck 3 at frame 156 at the port side. The doors are all similar in operation, the main exception is the operation of machinery door and the machinery hinged cover are single pump units. In the
the manual strongback, if fitted. Operating instructions specific to each door case of a failure of the pump or the electric motor, operation can be carried out
Tender Embarkation Platform 25 are mounted adjacent to each remote control panel. by means of the manual pump mounted at the respective pump unit. In this
This platform is located on deck 3 at frame 156 at the starboard side. case the solenoid valves must be operated manually.
Emergency Stops
Instructions for the Operation of a Shell Door In the event of complete hydraulic failure and a door or platform is in the
There are emergency stop switches mounted on all door and platform control locked position, it is not possible to extend the cylinders using exterior force.
a) Check the oil level in the hydraulic oil tank. panels. If any emergency stop switch is actuated during hydraulic operation, The cylinders can only be extended by means of oil pressure. If a door or
the electric motor of the corresponding pump unit is switched off and the oil platform is not in a locked position, closing or opening is possible by
b) Check the emergency stops are unlocked and the main isolator flow of the pump is interrupted immediately. This applies to multiple pump alternative methods such as wire rope pulleys. If the ship’s management
switch of the motor starter control cabinet is switched on. units where all pumps are stopped from a common emergency stop. The decides that the parts are to be operated by using alternative methods, such a
respective hydraulic manoeuvre is also stopped. The parts will remain in their procedure must be carried out under the orders and the supervision of a
c) The control panel should show the door as being closed and current positions. To continue normal operation, ensure that all the emergency suitably qualified member of the ship’s management.
locked (indicated by the indication lamp CLOSED/LOCKED on stop switches are unlocked and restart the hydraulic pumps.
the remote control panel). CAUTION!
The oil level at the pump units must be checked prior to switching on the Each part which has been opened using alternative methods must be
d) Switch off the key-operated emergency stop switch. The hydraulic pumps. In certain positions, the hydraulic cylinders affect the closed by that method. As air will enter the hydraulic system, ensure that
OPERATION ON, DOOR CLOSED, DOOR LOCKED and indicated oil levels. Certain doors/platforms, as listed below, must have their the system is bled completely after repair work has been carried out.
DOOR SECURED lamps will illuminate. oil levels checked in specific positions.
e) Unlock the bolts of the strongback, the DOOR SECURED lamp The highest oil level in the tank of the pump units, is given at the following If there is a ‘Max. Temp’ alarm at the motor starter cabinet, the maximum
is switched off. operating positions of the moving parts: acceptable oil temperature has been reached. The pump drive motors will be
switched off. The oil in the tank must cool naturally before the system can be
A mooring door must be in the open position
f) Press the LAMP TEST pushbutton, to check all signal lamps. used again.
A mooring platform must be in the closed position

If there is a ‘Filter’ alarm at the motor starter cabinet, the oil filter is clogged.
The current operation may be completed. When that part reaches its final
position, the filter element in the return filter must then be replaced
immediately.
If there is an ‘Oil level Min.’ alarm at the motor starter cabinet, the oil level is
low. To protect the pump units against damage due to any lack of oil, they are
Motor Starter Remote Control Panel
equipped with a minimum oil level switch. This will switch off the pump unit Passenger Door 9 Electrical Supply Process Station Electrical Supply
W.T. Door Station
Passenger Door 9
SO 403/01-02 P13.0 MD 30 Deck 4
if the oil level falls below a certain minimum level. 230V/60Hz Passenger Door 690V/60Hz
Deck 4 Fz3
Operation of the Electrical Solenoid Valves in the Event of Failure

Voltage Emergency Stop Oil Level Oil Door Locked Door Not Fully
Closed Locked Closed
For actuating the manually operated pushbuttons, no tool is necessary. The On Activated Min. Temperature
High
solenoid valve emergency pushbuttons must be pressed in and turned h Hour

Counter
Lamp
clockwise to lock the valve in position. For releasing the valve, press the Test
Lamp
Test
emergency pushbutton and turn it counter-clockwise before release. I

Pump Operation Door Failure
On On Secured
Hydraulic Pump Unit
O I
Pump Door Pump Door
The hydraulic unit mainly consists of: Off Close On Open
O
One oil tank with one or two fixed displacement pumps built in Main
Door Pump Door
Lock Off Unlocked
Switch
One return filter
One solenoid control valve block (emergency operation available)
Emergency
One manual pump for operation in the event of failure Stop
Emergency
One or two check valves Stop
There is a solenoid valve to set the pump to near-zero pressure circulation

when there is no consumer demand. A pressure relief valve is fitted to protect
Junction Box 1 Door 9
the pump unit from overload. There is also a level switch to switch off the
pump unit in case the oil level falls below the minimum mark.
The pumps supply oil into a shared pressure line to which the corresponding
Junction Box 2 Door 9
doors or platforms are connected.
The hydraulic control valve blocks consists of: S9.1 S9.2 Y1 Y2 Y3 Y4 Y5

M 9
Electrical solenoid valves (24V DC) for operation of the S9 S9 S9 S9 S9.5 S9 S9.5 S9.5 S9.5 S9.5 S9.6 S9.6 S9.6 S9.7 S9.7
hydraulic cylinders. The valves are equipped with a manual .3 .3-B .4 .4-B .1 .5.1-B .2 .2-B .3 .3-B .1 .2 .3 .1 .2
Hydraulic Oil Oil Interrupt Open Close Unlock Lock
emergency operation unit. Pump Level Temperature Pressureless Door Door Door Door
1.5kW Minimum High Circulation Door Door Door Door Door Door Door Door Door Door Door Door Door Door
Pressure relief valves for the protection of pipes, hoses Closed Closed Open Open Locked Locked Locked Locked Locked Locked Unlocked Unlocked Unlocked Secure
(Safety Indic.) (Safety Indic.) (Safety Indic.) (Safety Indic.) (Safety Indic.) (Strong Back)
and cylinders. Hydraulic Power Pack
Proximity Switches
Throttling check valves and lowering brake valves, for the
setting of velocities
Hydraulic pilot-operated check valves to keep the moving
Shell Door Electrical Arrangement
parts in position without any leakage
Pressure gauges for all valve blocks

Illustration 7.11a Davits
Quick Quick
Coupling Coupling
Over Over
Quick Centre Centre Quick
Coupling Valve Valve Coupling
Davit Davit
Extending Extending
Cylinder Cylinder
Over Over
Centre Centre
Valve Valve
PT PS PI
102 102 102
Relief Relief
Valves Valves
ZS
100
Piston 190Lt
Accumulator
Nytrogen Pressure
Flow 200 Bar
PS PI PT
Flow Equalizer 101 101 101
Out
Equalizer In
Out
In
Control Stand
Manual
A B Manual A B
Control Brake Release Remote Control System
Distributor Distributor A B
Pulleys On
P T T P Brake
ZS
P T Release Handle
F 106 Hand Distributor
Flow Brake Boat

Valve Remote Brake
Hand Flow Control Remote
Pump Regulator At Control Control
B Stand
Capacity 9Lt
B
Delivery Line
Hydraulic HM-Y-1 to 4
Power From Fluid
Pack Tank Pumps
P
To Fluid Tank
T
Issue: First Illustration 7.11a Davits

7.11 Davits The equipment pressures are as follows: Hydraulic Winch Description
Equipment Working Pressure
Maker: Naval Impianti The use of a hydraulic winch system has the advantage of very smooth
Type: Stored Energy Lifeboat Winch 180bar operation and low mechanical wear in the components, particularly the braking
mechanism.
Lifeboat Winch Sliding Beam 210bar
Introduction
Passenger Tender Winch 240bar Each winch consists of the following parts:
The ship is supplied with a total of eight lifeboats, four passenger tenders, two
crew tender boats, two fast rescue boats and liferafts. Passenger Tender Sliding Beam 210bar A single drum, divided into two parts with the rope falls wound on
Crew Tender Winch 220bar The remote control brake drum, connected to the main drum
The lifeboat launching and recovery davits are hydraulically powered. Two
hydraulic power packs supply the port side of the vessel and two further, Crew Tender Sliding Beam 210bar Planetary gearing and shafts
independent power packs supply the starboard side of the vessel. Rescue Craft Davit 200bar Gears and freewheel
Hydraulic oil is supplied at a pressure of 250bar and is piped to each operating Liferaft Davit 200bar Multidisc stationary brake
stand. The pressure is reduced as necessary at the control stand and supplied to Hydraulic pump/motor
Hydraulic Power Pack - Description
the equipment via the control levers.
Hydraulic control and shut off valves and relief valves
Two power packs are supplied for each side of the system, located in the port
Under SOLAS rules an additional stored energy system, comprising piston and starboard hydraulic power pack (HPP) rooms. Low level alarm fitted to the winch tank
accumulators and nitrogen high pressure cylinders, provides emergency
launching and recovery facilities in the event of a failure of the hydraulic Each unit consists of a tank filled with hydraulic oil. Two motors are mounted Lowering of the boat is achieved either by releasing the brake using the remote
power pack. on the tank cover, each driving a fixed displacement internal gear pump. wire link from within the boat or at the winch control stand, locally at the
winch itself or by the normal hydraulic control at the winch control stand.
There is also an emergency hand pump which can be used to extend the davit The following sensors are fitted on each tank to monitor level, pressure and
arms in the event of total failure of the power and stored energy systems. temperature: A multidisc brake holds the system stationary until its release. As the drum
Thermal switch for high oil temperature alarm begins to rotate, the hydraulic motor/pump sucks oil and offers resistance to
The davit set includes two telescopic davit arms, a fixed framework and the
the turning effort, due to the controlled backpressure in its output. In this way
travelling beam and trolley. The fixed frame is attached to the ship’s structure Thermal switch for very high oil temperature alarm and cut-out the lowering speed of the boat is controlled.
and it supports the travelling beam on which the trolley slides with the lower
block. The telescopic beams are moved by hydraulic cylinders connected to the Level switch for low oil level alarm
A shock proof relief valve is fitted in the oil discharge line so that an
stored power system and controlled from the control stand. Level switch for very low level alarm and cut-out emergency stop and resulting high back pressure would lift the valve and
prevent a damaging sudden stop.
When the travelling arm is moving, the trolley also slides simultaneously in the Each power pack is connected to its own starter and auxiliary control panel
same direction by means of an internal reeving system. which collects the signals from the following system sensors and transmits
Hydraulic oil under pressure from the power pack drives the same motor in the
alarms and system information to the IMACs system.
opposite direction to the decent. The motion is transmitted to the drum through
The hydraulic pistons are fed by an oil accumulator permanently kept under
Oil consumption alarm (leakage, oil loss) the main gear wheel and the reduction gears. The secondary gear idles by
pressure by a set of nitrogen bladder type bottles.The accumulators are used to
means of its freewheel which disengages it from the brake axis. The motor
operate the launching system in the event of a failure of the power packs. Accumulator oil low pressure fluid is discharged into the winch gearbox and then, by the return line, back to
Nitrogen low pressure the power pack.
When the boat is stowed with the trolley retracted, quick release lashings are
attached to prevent movement of the system in heavy seas. Pressure switch for pump cut-out at the high pressure setting Control of the winch and davit is achieved from the remote control stand.
To assist with the stowage of the boat there are also manual tensioning devices
attached to the forward and aft davit arms. These consist of two turnbuckles
mounted forward and aft of each fall block. These prevent forward and aft
movement of the boat when stowed. There is also a lashing system to hold the
boat against any athwartship movement whilst simultaneously preventing any
trim movement.
Issue: First 7.11 Davits Page 1

Illustration 7.11b Davits
Hoisting Ropes Diagram
C
A
Davit Transverse Section A
B C
C
Deck 9
C
A
C
A C
B
C
Winch
A - Connected On Ship Structure

B - Connected On Fixed Guide
C - Connected On Trolley
5300 Key
Deck 8
Cables
3315
Lifeboat/davit Control Panel
2733
Fall Wire
Controls
Davit
Hydraulic Isolation Winch
1120 Valve Open Down
Out
Deck 7
Hydraulic
Isolation
600 Valve In
Closed
Up
AUX One Pump Two Pumps Pumps Pump Em.

On Running Running Stopped Select Stop
1 2
Issue: First Illustration 7.11b Davits

Operation of the System Nitrogen Bottle Recharging Nitrogen Line

C
N Nitrogen Recharge
Normally, operation requires one pump per power pack operating to raise a As it is possible that the spare bottle pressure may be below 190bar, it would Nitrogen Valve
N
lifeboat or rescue craft, and two pumps per power pack to raise a passenger be necessary to empty the accumulator, fill with nitrogen and then use the Pressure F (Normally
Gauge Flexible Closed)
tender. hydraulic accumulator to pump the nitrogen into the service bottles. To P2 Hose
recharge the nitrogen service bottles from the spare bottles, proceed as follows: P2
Nitrogen
Pressure
The oil flow is monitored and additional pumps are automatically started in Switch
V
response to increased oil flow. Pressure detection switches shut off the pumps a) Close all the valves (V) on the service bottles. SV
V V V V V Service
Valves
as the pressure increases to the set points.
b) Close the ball valve (A) on the accumulator line and slowly open
S
The extending of the davits and the lowering of a boat is described in section the oil bypass valve (B). Ensure oil pressure gauge (O) falls to (Spare
7.12 Lifeboats and Tenders. zero. Bottle)
The forward and aft HPP systems can be cross-connected if required. The c) Connect the recharging flexible hose on to the spare bottle and R
(Power
control unit for one HPP unit should be switched to manual in this case. connect the opposite end of the hose to the nitrogen recharge Accumulator)
Nitrogen Service Bottles
needle valve (C), on the manifold.

O
O Oil Pressure
d) Open the valve (SV) on the spare bottle (S). Gauge M
A Max. Pressure
Oil Section P1 Valve
e) Open the valve for 20 seconds for the rescue boat system, 30 Valve P1 Oil Pressure
(Normally Switch
seconds for the liferaft's system and 60 seconds for the lifeboat's Open)
and tender's systems and then close the valve.
From Oil B Oil Discharge
Delivery Oil Bypass Valve Line
f) Ensure the HPP is running. Close the oil bypass valve (B) and (HPP Unit) (Normally Closed)
open the oil valve on the power accumulator (A).

Nitrogen Recharge System
g) When the pressure on the nitrogen gauge (N) reaches 150bar,
open the valves (V) on the service bottles.
h) Check the pressure, which should be over 190bar and less than
210bar. The alarm on the auxiliary panel should be off. If the
alarm is still raised, repeat the above operation.
To disconnect the flexible hose proceed as follows:
a) Close the valves (V) of the service bottles, the valve (SV) on the
spare bottle and the nitrogen recharge needle valve (C).
b) Close the oil valve (A) and open slowly the oil bypass valve (B).
c) Open the nitrogen recharge needle valve (C). When the nitrogen
pressure reaches about at 40/50bar, close the recharge needle
valve (C) and carefully unscrew the hose from the valve (C).
d) Close the oil bypass valve (B) and open the oil valve on the power
accumulator (A). Also open the bottle’s valves (V).
The system is now recharged.
Issue: First 7.11 Davits Page 2

Illustration 7.12a Lifeboats and Tenders
Liferaft 2
Lifeboat 16 Lifeboat 14 Tender Boat 12 Tender Boat 10 Crew Tender Boat 8 Lifeboat 6 Lifeboat 4 Rescue Boat 2
PORT LR 2
LB 16 LB 14 TB 12 TB 10 CTB 8 LB 6 LB 4 RB 2
Station
HPP
Room
Port
PS
H.P.P. 1
HM-Y- 4
PS
1
H.P.P.
HM-Y- 2
Hydraulic
AFT FORWARD
Power Packs
PS
H.P.P. 1
HM-Y- 1
Control Stand
PS
H.P.P. 1
HM-Y- 3
HPP
Room
Stbd
Lifeboat 15 Lifeboat 13 Tender Boat 11 Tender Boat 9 Crew Tender Boat 7 Lifeboat 5 Lifeboat 3 Rescue Boat 1 Liferaft 1
STARBOARD LB 15 LB 13 TB 11 TB 9 CTB 7 LB 5 LB 3 RB 1 LR 1
Station
Fall Wire
Controls
Hydraulic Isolation Davit

Valve Open Winch
Out Down
Hydraulic Lifeboat/davit Control

Isolation Stand
Valve In
Closed Up
AUX One Pump Two Pumps Pumps Pump Em.

On Running Running Stopped Select Stop
1 2
Issue: First Illustration 7.12a Lifeboats and Tenders

7.12 Lifeboats and Tenders Fast Rescue Boat Launching the Lifeboats
Lifeboats The fast rescue boat is specifically for search and rescue and for towing and Preparation
Manufacturer: FR Fassmer & Co. marshalling liferafts. The fast rescue boat must be always be kept in a constant
Type: SEL 10.5 state of readiness for any emergencies such as man overboards etc. a) Remove the covers from the control panel pedestal.
Capacity:
The handling and control of the fast rescue boat is a highly specialised task, b) Disconnect the lifeboat battery charging cable.
Tenders command of the boat is by authorised personnel only who have been on the
Manufacturer: FR Fassmer & Co. specialist company approved training course. c) Open up the lifeboat inboard access cover and tie back.
Type: SEL T11.7
Capacity: 104 as Tender /150 as Lifeboat The fast rescue boat can be launched while the ship is underway using the d) Visually check the winch drum and travelling/fall wires and
painters, provided the ship is doing less than 10 knots, in calm waters. ensure that they are all clear.
Crew Tenders
Manufacturer: FR Fassmer & Co. At least once a month, the boat must be launched and the drive unit operated e) Visually check the oil pressure and nitrogen gas pressure gauges
Type: SEL 11.0T in the ahead and astern directions. mounted adjacent to the control pedestal: The oil pressure should
Capacity: 72 as Tender /143 as Lifeboat read approximately 240bar. the nitrogen gas pressure should read
The buoyancy tubes are made from a rubber coated fabric and are divided by approximately 200 bar.
Fast Rescue Boat four round bulkheads into 5 separate compartments, 2 astern, 2 in the centre
Manufacturer: Novurania and one in the bow. Each compartment is provided with an inflating and f) Visually check the oil pressure on hydraulic winch gauge: The oil
Type: MX 650 FRB deflating valve and an overpressure relief valve. pressure should read between 1 and 4bar. Position 2 lifeline bags
Capacity: 4 on the hood of the lifeboat. Release the gripe wire arrangement.
To Inflate the Tubes:
On-load Release Gear g) Clear the forward and aft end gripe wire arrangements.
a) Open the cap of the 5 valves and check that the membrane is in
All the tenders and lifeboats are fitted with ‘Duplex’ on-load emergency hook the closed position (this can be checked by applying a slight h) Stand by the control stand and establish communication link with
release gear. The gear is prevented from operation during normal conditions by finger pressure on the valve screw and turning counterclockwise the officer in charge of the boat deck.
a hydrostatic release. The release will only clear the release gear for operation until a rest-stop is felt).
when the boat is in the water. Extending the Davit Arm
b) Inflation can be achieved using a compressor, a manual pump or
WARNING! the foot pump that is supplied with the boat. It is important that a) Upon instruction from the officer in charge of the boat deck,
The release gear can be cleared for release when on load (ie not in the the compressor has the correct connection piece to match the check that all is clear below.
water) by the removal of the shackle pin. This is to enable the emergency valves.
release of the hooks only. This method is only intended for use when the b) Push the hydraulic isolation valve at the control stand (the left
boat is in the water and the hydrostatic release fails to clear the release c) In order to avoid unequal pressure in one compartment over hand lever) to the OPEN position and push the davit extend lever
lever. another, inflate each compartment in turn, to a pressure of (the centre lever) to the OUT position. The davit arm should start
approximately 0.15 ATM (2.15 PSI) to extend. Ensure both arms extend at an even rate.
The importance of maintaining this equipment can not be understated. it is a
Solas condition that the equipment is inspected weekly and maintained every d) Go back to the first compartment and then inflate each one in turn c) Continue pushing the davit extend lever until the davit arms are
3 months. Consult the Fassmer instruction manual for detailed maintenance to 0.22 ATM (3.13 PSI). The correct pressure of the tubes is 0.22 fully extended and then release the lever to the neutral position.
instructions. ATM (3.13 PSI).
Lowering the Boat to the Embarkation Deck
e) When the tubes are fully inflated close the valves with the cap. If
the cap is difficult to close, apply moisture. a) Upon instruction from the officer in charge of the boat deck check
that all is clear below.
WARNING!
The correct pressure is extremely important for the reliability and the b) Hold the remote brake operating handle (the triangular handle
correct functioning of the fast rescue boat. Ensure the tubes are regularly hanging overhead adjacent to the control stand) and pull in a
monitored, bearing in mind the temperature changes experienced by downward motion to remotely operate the fall wire hydraulic
cruising in different locations. winch brake handle.
Issue: First 7.12 Lifeboats and Tenders Page 1

Illustration 7.12b Lifeboats and Tenders
Helmsman Window Passenger Windows Helmsman Window

/Hatch With Security Glass /Hatch With Security Glass
Entrance In Tarpaulin Entrance In Tarpaulin
Bow Thruster
Crew Tender Main Dimensions Lifeboats Main Dimensions
Length Over all 11.00m Length Over all 10.5m
Breadth Of Hull 4.26m Breadth Of Hull 4.26m
Breadth Over all 4.40m Breadth Over all 4.40m
Depth 1.85m Depth 1.85m
Storage Height 3.41m Weight Without Persons 5600Kg
Speed Of Boat Manned With
143 Persons Min. 6 Knots
Speed Of Boat Manned With
72 Persons Min. 8 Knots
Number Of Persons Max 143
Number Of Persons on
Tender Service 72
Weight Without Persons 7212Kg
Antenna
Loud Speaker
Hinged Mast With

Stainless Steel Wire
Passenger Tender
Emergency Exits Emergency Exits

Main Dimensions
Length Over all 11.85m
Length Of Hull 11.65m Aluminium Windows
Length CWL 11.13m Safety Glass
Breadth Of Hull 4.55m
Breadth Over Fenders 4.75m
Depth 1/2 1.93m
Storage Height Max 3.90m
Number Of Persons 104/150
Speed Tender Service 12 Knots
Weight Without Persons 15602Kg
Fenders
Issue: First Illustration 7.12b Lifeboats and Tenders

c) Lower the Lifeboat until it is level with the embarkation deck and Lowering the Lifeboat to the Water a) Visually check the winch drum and travelling/fall wires and
release the remote brake operating handle. The brake on the fall ensure that all is clear.
wire hydraulic winch should automatically re-engage and the boat a) When the lifeboat has been stopped 2 metres above the water, the
should stop lowering once the remote brake operating handle is officer in charge of the lifeboat should make a final check that all b) Visually check the oil pressure and nitrogen gas pressure gauges
released. is ready for launch. mounted adjacent to control pedestal: The oil pressure should
read approximately 240bar, the nitrogen gas pressure should read
d) Pull the davit extend lever (the centre lever) to the IN position and b) Start the lifeboat engine. approximately 210bar. Visually check the oil pressure on the
the davit arms should move in and bring the lifeboat safely hydraulic winch gauge, the oil pressure should read between 1
alongside the ship at embarkation deck level. Ensure that the c) From the boat, the operating crew should hold the remote brake and 4bar.
lifeboat entrance decking is level with the embarkation deck. operating handle (hanging overhead adjacent to the forward
hatch) and pull in a downward motion to remotely operate the fall c) The hydraulic pump unit pumps should automatically cut in and
Embarkation wire winch brake handle. out to achieve and maintain these pressures.
a) Upon instruction from the officer in charge of the boat deck, open d) Lower the Lifeboat until it is waterborne. Manoeuvre the Lifeboat to Beneath the Falls
the embarkation gates in the ship's side rails and pin back.
Release from the Falls When the officer in charge of the boat deck indicates to the officer in charge of
b) One crew member enters the boat and ensures that the drain plug the lifeboat that all is clear for recovery:
is shipped, the lifeboat battery pack is switched on and conducts a) Once the lifeboat is waterborne and the weight has come off the
an initial inspection of the boat interior to ensure that the boat is falls, the officer in charge of the lifeboat should operate the a) Manoeuvre the lifeboat off the ship's side and reconnect the skates
ready to receive passengers. remote hook release mechanism, located at the conning position. and fenders.
c) This crew member remains in the boat at the embarkation b) The forward and aft fall blocks should automatically disengage b) Manoeuvre the boat to beneath the falls.
entrance and another crew member positions themselves at the from the lifeboat lifting hooks.
ships embarkation point to assist passengers into the boat and c) Retrieve and connect the painter line. The officer in charge of the
assign seating, loading the boat evenly. Manoeuvring Clear of the Ship lifeboat should establish communication with the officer in charge
of the boat deck and confirm that boat auto-release hooks have
Extending the Davit Arms a) Once it has been confirmed that the fall blocks have disengaged been reset.
from the lifeboat lifting hooks the boat should be manoeuvred
a) Upon instruction from the officer in charge of the boat deck, push ahead, to take the weight off the painter line. d) Once it has been confirmed that the auto-release hooks have been
the davit extend lever (the centre lever), to the OUT position. The reset, manoeuvre the boat under the falls and engage the fall
davit arms should start to extend. b) When the weight has been relieved from the painter line, release blocks onto the boat lifting hooks.
the painter line by activating the remote painter release
b) Continue pushing the davit extend lever until the davit arms are mechanism located at the conning position. e) At the davit operating control stand, open the hydraulic isolation
fully extended and then release the lever to the neutral position. valve (the left hand lever).
c) Manoeuvre the lifeboat clear of the ship's side and jettison the
Lowering the Lifeboat to 2 Metres Above Water Level attached skates and fenders (If an emergency situation, otherwise To Veer the Fall Wire: Lifeboats
stow on board).
a) Confirm with the officer in charge of the lifeboat that they are Lift the brake and manually rotate the tumbler on the fall wire hydraulic winch.
ready for lowering and upon instruction from the officer in charge d) Close the hydraulic isolation valve at the control stand.
of the boat deck. check that all is clear below. To Veer the Fall Wire: Tenders
Recovery Procedures for Lifeboats and Tenders
b) Hold the remote brake operating handle (hanging overhead At the control stand, press the button on the top of the hoist lever (the right
adjacent to the control stand) and pull in a downward motion to Preparations on Board Ship hand lever) and push the lever to the WINCH DOWN position.
remotely operate the fall wire winch brake handle. Lower the
lifeboat until it is approximately 2 metres above the water and A lifeboat can only be recovered if the hydraulic generating station is fully
release the remote brake handle. The brake on the fall wire winch operational. The main control console operator must verify the recharge of the
should automatically re engage and the boat should stop lowering hydraulic system regularly. This should happen automatically, as long as
once the remote brake operating handle is released. electrical power is continuously available.

Illustration7.12c Lifeboats and Tenders
Emergency On Load Release 2. To Reset the Boat Hooks
(Only If Safety Pin 3 Does Not Open!) 2 a) Check that the hook 6 is in the position shown,
Release Gear Operation 2
with the arrow A at the notch.
7
a) Ensure that the boat is waterborn.
1. Normal Release: Boat Floating b) Push the release lever 2 back into the locked position.
b) Remove the safety glass. 4 Caution!
a) Release the safety Bolt 1 and pull out. 5 Never operate the release lever 2 using excessive force.
c) Remove the shackle pin. 5 4 6
Release lever 2 is now unlocked 1
c) Check the position of the bolt 9 ,
automatically by the hydrostatic release A
d) Pull down the release lever. 2 The marks must line up in the green 'locked' area.
operation of the safety pin 3 when
3
the boat is waterborn.
Warning!
d) Secure the hand lever with the safety bolt 1 .
When the shackle pin 5 is removed, 8
b) Pull down the release lever 2 to the hooks can be released under load,
in the davits or while loading. e) Check the shackle pin 5 is in the correct position.
release the fall block hooks.
Warning!
If hook position 9 or bolt A are not in the correct 9
position or If the hook or release lever do not move

easily, Do not use the hooks for hoisting.
3. Making Ready For Hoisting

a) Push the long link 7 into the hook 6
when the pawl 8 is in the open position.
Passenger Tender
Crew Tender
Fast Rescue Boat
Issue: First Illustration 7.12c Lifeboats and Tenders

To Hoist the Boat Clear of the Water Stowing the Lifeboat g) Replace the covers on the control panel pedestal.
The officer in charge of the lifeboat confirms to the officer in charge of the boat a) Upon instruction from the officer in charge of the boat deck, push h) Connect the lifeboat battery charging cable.
deck that both fall blocks have been connected to the boat hooks and the boat the davit extend lever (the centre lever), at the control stand
is ready for recovery. console, to the OUT position. The davit arms should start to i) Report to the officer in charge of the boat deck that the boat is
extend. secured for sea.
a) Select one or two hydraulic pump operation at the control stand
console (2 pumps on the tenders will achieve faster hoisting b) Continue pushing the davit extend lever until the davit arms are j) A final check should be made to ensure that all the system
whilst it is compulsory to use two pumps for the lifeboats). fully extended and then release the lever to the NEUTRAL pressure gauges are at the correct pressures. Check that there are
position. no alarms for the hydraulic plant.
b) At the control stand, press the button on the top of the hoist lever
(the right hand lever) and push the lever to the WINCH UP c) It is important that the tenders are only brought up to the davits Tender Engine Starting Procedure
position. using 1 hydraulic pump.
(Note! The maximum dry-running time of an engine is five minutes at idle.)
c) The hydraulic pumps should start and the boat starts to hoist clear d) At the control stand, press the button on the top of the hoist lever
of the water. Ensure that there are no twists in the fall wires. (the right hand lever) and push the lever to the WINCH UP a) Disconnect the battery charging 48V supply.
position. The hydraulic pumps should start and the boat will
d) When the lifeboat is 2 metres above the water, release the hoist resume hoisting. b) Remove the engine cover and check the engine oil coolant levels
lever (the right hand lever) to the NEUTRAL position, the boat (Inspect the bilges).
will stop hoisting. e) Continue to hoist the boat until it is against the davits and the
hoisting should automatically stop when contact is made between c) Drain any water and contaminants from the fuel/water separator
e) Stop the lifeboat engine. The officer in charge of the lifeboat the boat and the limit switch on the davit. into a suitable container.
should check that the on-load release mechanism of the release
hooks (located at the conning position) is in the safe position. f) Release the hoist lever to the NEUTRAL position. d) Check the level of fuel at the fuel tank.
Make the final check to ensure that all is ready for recovery.
g) Pull the davit extend lever (the centre lever) to the IN position, the e) Grease the shaft seal as necessary.
f) The officer in charge of the lifeboat confirms with the officer in davit arms should start to move inboard.
charge of the boat deck that all is ready to resume hoisting. At the f) Switch on the batteries at the selector switches (one battery per
control stand, press the button on the top of the hoist lever (the h) Continue to hold the lever in the IN position and bring the lifeboat engine, with a cross-connection and an auxiliaries switch).
right hand lever) and push the lever to the WINCH UP position. back to its stowed position. The davits should stop moving
The hydraulic pumps should start and the boat hoists. automatically when contact is made between the boat and the g) Ensure the emergency fuel shut-off valves are open (pushbutton
stowing limit switch on the davit. switches illuminated).
Hoisting the Boat to Embarkation Level
i) Release the davit lever to the NEUTRAL position. h) Press the button on the throttle lever to disengage the gearbox and
a) Continue hoisting the boat until it is level with the embarkation set the throttle slightly ahead.
deck and then release the hoist lever (the right hand lever) to the Securing the Boat for Sea
NEUTRAL position, the boat will stop hoisting. i) Switch the ignition key to position 2, the low lubricating oil
a) When the boat is housed, ensure it is against the retaining chocks. pressure and battery charge alarm lamps will illuminate and the
b) Pull the davit extend lever (the centre lever) to the IN position and warning buzzer will sound.
the davit arms should start to move inboard. Continue to hold the b) Close the hydraulic isolation valve (the left hand lever) at the
lever in the IN position and bring the lifeboat safely alongside the control stand console. j) Switch the ignition key to position 3 and engine should start.
ship at embarkation deck level.
c) Switch off the hydraulic pumps. k) Adjust the throttle lever to regulate the engine revs. (Ensure low
c) Ensure the lifeboat entrance decking is level with the embarkation lubricating oil pressure and battery charge alarms have been
deck and release the davit extend lever to the NEUTRAL d) Secure the gripe wire arrangement and tension the wires. cancelled. Lubricating oil pressure and cooling water temperature
position. gauges should also be checked)
e) Stow the lifeline bags.
d) Close up the lifeboat access hatches. l) Check the engine for any leaks and abnormal noise or vibration.
f) Switch off the battery power packs within the boat and secure all
e) Disembark all crew from the boat. items and hatches. m) Check the ahead and astern movement of the propeller.

Illustration 7.12d Lifeboats and Tenders
Throttle Levers Bow Thruster Control
Painter
Release
Handle Release Gear
Release Gear Lever
Lever
Painter
Release
Lever
Engine Control
VHF Panel
Transceiver
Throttle Lever
Engine Control Panel
Crew Tender Conning Position Lifeboat Conning Position

Manual Fuel
Painter Throttle Levers VHF Transceiver
Shut-Off
Release
Handle
Release Gear Drive Bucket

Lever Control Lever
Throttle
Lever
Engine Control
Panel
'Dead Man'
Safety Cut-out
VHF
Transceiver
Painter Release
Passenger Tender Conning Position Fast Rescue Boat Conning Position
Issue: First Illustration 7.12d Lifeboats and Tenders

Stopping the Engine k) Check the running engine for any leaks and abnormal noise or i) Check that the drive bucket control lever (the black lever next to
vibration. the throttle) is in the neutral position. This lever should not be
a) Return the throttle lever to the zero position and press the stop touched until the engine is running.
button (the low lubricating oil pressure and low battery charge l) Check the ahead and astern movement of the propeller.
indication lamps will illuminate and the buzzer will sound). j) Switch the ignition key to position 1, this provides power to the
Stopping the Engine instrumentation. The audible alarm can now be tested by
b) Switch the ignition key to the OFF position. operation of the test button.
a) Return the throttle lever to the zero position and press the STOP
c) Switch off the batteries. button (the low lubricating oil pressure and low battery charge k) Switch the ignition key to position 2, this provides power to the
indication lamps will illuminate and the buzzer will sound). glow plugs in the inlet manifold. The HEATING lamp will
d) Replace the engine cover. illuminate on the console. If the ambient temperature is cold , hold
b) Press the ENGINE SWITCHBOARD button. the key in this position for 10 to 20 seconds.
e) Reconnect the battery charging 48v supply.
c) Switch off the batteries. l) Switch the ignition key to position 3, the engine will start.
Lifeboats and Crew Tender Engine Starting Procedure
d) Replace the engine cover. m) Adjust the throttle lever to regulate the engine rpm. Ensure that
a) Disconnect the battery charging 48V supply. the low lubricating oil pressure and battery charge alarms have
e) Reconnect the battery charging 48v supply. been cancelled. Lubricating oil pressure and cooling water
b) Remove the engine cover and check the engine oil coolant levels. temperature gauges should also be checked.
(Inspect the bilges). Fast Rescue Boat Engine Starting Procedure
n) The electrical bilge pump can now be operated in manual or
c) Drain any water and contaminants from the fuel water separator Engine: Volvo Penta, 6 Cyl, 200HP automatic via a float switch (selected from the console).
into a suitable container.
(Note! The maximum dry-running time of an engine is five minutes at idle.) If the drive impeller water intake grill becomes blocked in service, there is a
d) Check the level of fuel in the fuel tank and check that the fuel jet cleaning device (which alters the grill fin angle), operated via a lever on the
isolation cock is open. a) Disconnect the battery charging 48V supply. side of the forward engine casing.
e) Turn the propeller shaft seal lubricator. b) Open the engine cover and check the engine oil level (the yellow Normal operating pressures and temperatures are:
dipstick), the drive oil level (the black dipstick adjacent engine
Water: 85ºC
f) Switch on the batteries at the selector switches (the crew tenders coupling in the bilge) and the coolant header tank level (tank on
have one battery per engine with an emergency x-connection and top of the engine) Oil pressure: 5.5bar (80psi)
a switch for auxiliary consumers).
c) Drain any water and contaminants from the fuel/water separator Stopping the Engine
g) Press the ENGINE SWITCHBOARD button (the low lubricating into a suitable container.
oil pressure and low battery charge indication lamps will a) Return the drive bucket control lever to the NEUTRAL position.
illuminate and the buzzer will sound). d) Check at the console that the fuel shut off valve is open.
b) Return the throttle lever to the idle position.
h) Press the button on the throttle lever to disengage the gearbox and e) Check that the VHF radio battery cut-off switch is in the ON
set the throttle slightly ahead. position(inside a cover, under the steering wheel) c) Switch the engine ignition key switch to the OFF position. The
stop solenoid will energise and stop the engine.
i) The engine may now be started, by moving the starter switch to f) Check that the 'dead man' safety cut-out switch is in place on the
the start position (position 2). In cold ambient conditions, the console. d) Switch the VHF radio battery switch to the OFF position.
starter switch should be held at the 'glow' position (position l) for
10-20 seconds, to preheat the inlet manifold. g) Check that the drive engage/disengage lever on the console side e) Reconnect the battery charging 48v supply.
is in the ENGAGED position.
j) Adjust the throttle lever to regulate the engine rpm. (Ensure that
the low lubricating oil pressure and battery charge alarms have h) Check that the red handled throttle lever is slightly forward of the
been cancelled) idle position.

Illustration7.13a Liferafts
Davit
Hydraulic Isolation
Valve Open
Out
Senhouse
Slip
Hydraulic
Isolation In
Valve
Closed
Weak Link
Painter
Hydrostatic AUX Hoist Em.

Release On Stop
Liferaft Securing Arrangement Liferaft Davit Control Panel
Issue: First Illustration 7.13a Liferafts

7.13 Liferafts Gantry Launch Procedure for RFD 37 man liferafts k) Once fully inflated, bowse the liferaft into the ship's side and
ensure that it is level with the embarkation deck by adjusting the
Manufacturer: RFD a) Undo the Senhouse slip and release the webbing straps. Clear bowsing lines, before tying them securely onto the cleats.
Type: Surviva DL them from the liferaft canister.
Capacity: 37 persons l) The first crew member should enter the liferaft and make an initial
Painter Length: 35 metres b) Slide the liferaft onto the dedicated trolley to a position vertically inspection to check all is safe and correct, prior to embarking
beneath the liferaft launching gantry. crew.
The liferafts are stowed at two positions on the promenade deck. These are port
and starboard, immediately forward of the fast rescue boats. The launching c) Free the release hook connecting shackle from its protective flap m) Ensure the embarking crew remove all sharp objects which may
system is similar to the lifeboats, using stored energy davits and a winch. within the liferaft canister (the shackle is marked with a red tag). damage the liferaft and embark one at a time, loading evenly
around the circumference of the interior.
When in the stowed position the liferafts are kept in position by webbing which d) Lower the gantry fall wire until the lifting hook mechanism is in
is secured by a hydrostatic release unit. The liferafts will float free in the event line with the liferaft. n) Embark a maximum of 37 crew into the liferaft.
of being submerged. The liferafts will then float clear of the vessel due to the
sloped deflection cradle fitted above and around the liferaft stowage position. e) Connect the lifting hook mechanism on the end of the fall wire to o) Release the bowsing lines from the cleats and throw the loose
the liferaft lifting shackle (marked with the red tag) and ensure ends into the liferaft.
(Note! The liferafts must never be rolled. If they are required to be moved, they that the lifting hook release mechanism cocking handle is in the
must be manually lifted or hoisted and placed on the dedicated liferaft trolley.) 'locked' position. p) Release the red inflation tag from the ship's rail and throw the
loose end into the liferaft.
f) Secure the liferaft bowsing lines to the dedicated cleats on the
embarkation deck (the green bowsing line to the green cleat and q) Check that the water below the launching area is all clear and
the yellow bowsing line to the yellow cleat). Ensure that the lower the liferaft using the brake handle on the winch.
bowsing lines are not tangled and have adequate slack to allow the
liferaft to inflate freely. r) When the liferaft is approximately 2 metres above the water, stop
lowering and cock the release hook mechanism into the
g) Secure the liferaft red inflation line loosely to the ship's rail. RELEASE position.
h) Using the red winch drum handle, take the weight of the liferaft s) Resume lowering and the liferaft should automatically release on
on the gantry fall wire and lift the liferaft clear of the deck. entering the water.
i) At the liferaft davit control panel, move the left hand lever to the t) Once afloat and steady, cut the painter and manoeuvre the liferaft
OPEN position. The isolation valve opens. Move the right hand clear of the ship's side using the paddles or with assistance from a
davit lever to the OUT position until the liferaft gantry davit powered craft.
moves out to its full extent, allowing the liferaft to swing outboard
and clear of the ship's side, into the inflation position. u) To launch the next liferaft the hook is hoisted back up using the
HOIST button on the davit control console. The davit is retracted
j) Ensure that the water beneath the launching area is clear of any by moving the davit lever into the IN position. The automatic
obstructions and pull hard on the liferaft inflation tag and inflate hook is attached to the next liferaft.
the liferaft (this will take approximately 20-30 seconds).
Issue: First 7.13 Liferafts Page 1

Illustration 7.14a Window Washing Systems
1 3 Group - A 1. Carriage (1)
Variable
Intermittent
Variable
Speed
2. Vertical Cable Reel (1)
Wipe 21
Dim Set 3. Horizontal Cable Reel (1)
4. Platform Winch (2)
Wing Windows
Fresh 5. Horizontal Hose Reel (1)
Front Side Back
Water
6. Pulley Unit (2)
Window Wiper Control Panel 7. Over Speed Device (2)

1 10 Group - B
Port Wing 8. Drive and Transmission (2)
Variable Variable
Intermittent Speed 9. Vertical Hose Reel (1)
Wipe
Heat
10. Vertical HP Hose (1)
Fresh
Centre
Water 11. Valve & Outlet (1)
12. Platform (1)
20
13. Vertical Control Cable (1)
Port Starboard
1 5 Group - C 14. Control Cabinet (1) Deck - 13
Window Window Wiper Control Panel 15. Support Roller (2)
Wiper Control Starboard Wing
Cabinet 16. Off Running Preventor (2)
Variable Variable
Intermediate Speed 17. Suspension Wire (2)
Bridge Wipe
Electrical
Dim Set
18. Safety Wire (2) 24
Locker 19. Adjustable Wall Roller (2)
Wing Windows 5
Group - D
Fresh
Front Side Back 20. Upper Telescoping Platform (1) 3 25
1 10 Water
6
21. Spray Lances With Nozzles (2)
Window Wiper Control Panel 22. Limit Switches (2) 7
Starboard Console Part A
23. Limit Switches (3) 8
2
Window Heating 24. Cabinet For Valves (1) 9
25. Main Electrical Cabinet (1)
Port Centre 1 22
Starboard Centre Freshwater
1 3 Group - E
Solenoid Deck - 12
Starboard
Valves
Port
4 16
Electrical Supply 23
S 1202/02-19
3 Phase 400 V AC
Bridge Window Wiper System
17
On Carriage Panel E1 On Suspended Platform Panel E3 On Deck 13 Panel E4
18
2
1 3 1 2 3 4 5 6 7 8 1 2 3 4 5
4 5 6 7 8 9 10 11 14
15 11
Deck - 11
12
9 6 12
10
13
19
1. Power On 7. Aft Low Speed 1. Overcurrent 6. Adjustment 1. Power
2. Main Switch 8. Stop 2. Power 7. Down 2. Aft
3. Overcurrent 9. Fore Low Speed 3. Aft 8. Emergency Up 3. Stop
4. Emergency Up 10. Fore High Speed 4. Forward 9. Emergency Stop 4. Forward
5. Start 11. Auto Washing 5. Up 5. Auto Washing Window Washing Platform
6. Aft High Speed 12. Emergency Stop 6. Emergency Stop
Issue: First Illustration 7.14a Window Washing Systems

7.14 Window Washing Systems Fixed Accommodation Washing Systems Use harnesses when riding or climbing
Be aware of passengers on balconies
The window washing systems can be divided into three main groups: Due to the protrusion of the enclosed bridge wings, the gantry system cannot
reach four port and four starboard forward cabin windows on deck 8 and three The high pressure fresh water is supplied from a pump in the engine room. The
The bridge window wash and wiper system port and three starboard forward windows on deck 5 (see illustration 7.14b). aluminium and stainless steel carriage travels horizontally and the aluminium
The fixed accommodation washing systems platform vertically. This gives access to the complete ship’s side from deck 13
These windows have a fixed spray nozzle supplied with cleaning water from down to the water level. For cleaning and maintenance below deck 12, the
The port and starboard ‘Skycon’ gantry machines. the hot and cold potable water systems. The water is thermostatically platform is used and it is provided with a high pressure outlet for handguns.
Bridge System controlled via mixing valve 727A1011. The supply is then distributed to port The equipment is controlled from a control cabinet on the platform and for
via valve 727A1014 and starboard via valve 727A1013. These valves are certain movements can also be driven from the carriage. In the automatic
Manufacturer: Elna situated in a vacuum toilet locker inboard at frame 306S. mode, the carriage is controlled from a cabinet on deck 13. When the
equipment is not in use it is parked at the aft end of the ship. There are safety
The bridge window wipers are divided into five groups, a, b, c, d and e. They The aft Alexandria restaurant windows on deck 6 have a fixed system which is proximity limit switches set to operate at the extremes of all movements.
are controlled from three control panels mounted in the wing and centre similar to the above systems. The mixing valve is 727A1008. The supply is
consoles. The speed of the wipers is electronically variable from the then distributed to port via valve 727A1009, starboard via valve 727A1026 and The carriage houses most of the machinery and equipment and provides
potentiometer at the control panels. the aft windows via valve 727A1007. There is also a single aftermost cabin, suspension for the platform. It is secured on the rail by two rollers which
port and starboard on deck 8 that is fed via valve 727A1010. These valves are prevent the carriage running off. The carriage is maintained in its horizontal
The windows are supplied with cleaning water from the hot and cold potable situated in the pool equipment room on deck 7, extreme aft on the promenade position by two supporting legs with non-marking support rollers. In the centre
water systems. The water is thermostatically controlled via mixing valve deck. is a ladder frame with a telescoping upper platform. A short access ladder to
727A1001. The electronic control unit, situated in the bridge electrical the platform is installed, to reach the platform the operator opens a hatch. The
equipment locker, controls five motorised distribution valves 727A1002 - Skycon Window Washing Platform platform is 3 metres long, 760mm wide and made of aluminium. The carriage
1007, which are situated in a locker on the starboard side of the bridge on the is driven by an electrical motor with a gear and chain transmission. The motor
aft bulkhead. The five valves supply the five window groups. Weight: 1,500kg has two speeds to give the carriage a speed of 7 and 14 metres per minute. In
Max. SWL: 300kg emergencies the chain could be disconnected and the carriage moved freely.
There is also a manual valve for the forward facing accommodation cabin Travel speed: High 14m/min, Low 7 m/min The drive shaft is supported by two sealed bearings. The shaft is fitted with a
windows of decks 9, 10 and 11 (including the penthouse suites). Lifting speed: 7 m/min grease nipple for lubrication purposes. The transmission, shafts and wheels are
Power: 440V 3 phase 60 Hz 16 Amp made of stainless steel.
The valves are as follows: Water requirements: 90 l/min at 90-120bar
The four reels are hydrodynamically powered by a motor. The torque can be
Bridge windows port: 727A1002 The skycon system is a moving platform which can automatically clean the adjusted from 50 to 110Nm. The stainless steel drums have various diameters
screens and windows on decks 12 and 13. The area below deck 12 can be depending on the length of hose or cable coiled on them. The platform winch
Bridge windows half port: 727A1003
washed and maintained manually from the suspended platform. The system is uses two independent drums as there is a secondary safety wire. The wires used
Bridge windows stbd: 727A1004 a service platform suspended by a carriage travelling on a rail along the ship’s are 8mm stainless steel.
side, cleaning the windows and hull with high pressure fresh water. The rail is
Bridge windows half stbd: 727A1005
fitted along deck 12 and the platform can be lowered as far as the water level, There is an overspeed device operating on a separate safety wire which will
Bridge windows front: 727A1006 if required. lock on the wire if the platform is descending too quickly. If the overspeed
Suite/cabin windows: 727A1027 device operates, it can be reset by removing the load from the safety wire. The
Since cleaning involves lifting personnel on the platform, it is very important overspeed device can be manually tripped for testing purposes.
The potable water distribution system is pressurised with compressed air from to take note of the following items:
the working air system to give a powerful spray pattern onto the windows. Do not overload the equipment Electrical power at 450V feeds cabinet E2 which is situated at the cable and
hose start point (halfway along the track). A 103 metre 12 core cable is
Do not overload the platform. Max. 300kg (2 persons) connected here and the other end is coiled on the horizontal cable reel and
Do not enter the telescoping platform without the locking connected to the main electrical cabinet E1 on the carriage. The main cabinet
shafts being engaged. Max. load on the upper platform is 100 kg houses all the contactors, relays, controls and an emergency UP button. There
is a 450/230V transformer for the control circuits and a 450/24V transformer
All personnel using the equipment must have read and fully
for the supply to the platform, where water is being used. On deck 13 at half
understood the manufacturer’s manual
distance, control cabinet E4 is placed. This cabinet is connected to cabinet E2
Do not use the equipment in strong wind or when at sea and is used to operate the system remotely for automatic cleaning.
Always stay in contact with personnel on deck
Issue: First 7.14 Window Washing Systems Page 1

Illustration 6.2.9a Tank Heating System From Steam Supply

150 Bunker Station (P)
Waste Oil 150 200 200
Store
TK (P) Key A1046
A1295
A1107 A1139
Bilge Water A1225 Non PW Calorifier
DB TK 14 (P)
A1230 From Boiler Plant Steam A1047 TK 1
A1138 32 200
15 25
25 A1133 65
Condensate 100 150
A1141 A1231 A1007 A1009
A1132 Waste Oil Bilge Water A1205 32 Hydraulic Oil
Store DB TK 14 (S)
TK (S) Leak Oil Leak Oil M
A1105 A1288 Tank Tank A1204 32 32 32 32 65 25

DB 11/12S DB 11/12P HFO Service TK 10 20
40 A1206 A1207 A1209
32 (P) A1203 15
25 A1050
80 20
M A1210 50
A1201 25 A1051
Non PW Calorifier A1142 50 50
TK 2 65 A1200 25 15
20 A1211 A1212 A1214 HFO DB 9 TK (P)
HFO Settling TK 10 40 A1052
40 A1199 15
A1218 A1248
(P) A1215 20
A1114 A1116
100 A1055
A1247
25 15
32 A1307 Leak Oil
20
Generator Generator A1160 A1056
HFO TK 17 HFO DB TK 10 (P)
15 No.3 Circ. No.1 Circ.
Centre 13/14 TK (P) A1144 15
DB 12P DB 11P HFO DB 9 TK (C)
A1305 20 A1162 15
80 32 A1145 A1057
150
20 20
A1304 A1146 A1258
40 25 40
A1170 A1059
HFO DB 20 A1163
13/14 TK (C) 15 HFO 25 20
A1148 DB 10
HFO DB A1164 A1060
20 A1117 25 Dirty Oil DB Renov. Oil TK (C) 20 A1170
A1149 10 TK (P) 15 15
HFO DB15 11 (C) DB 11 (C) A1167 32 HFO DB 9 TK (S)
25 15 A1166
Centre A1150 A1244 A1061
20 A1119 A1171 20
80 HFO DB 25 32 200
15 15
13/14 TK (S) A1152
20 A1158
A1120 A1241
20 15 25 25 25
A1153
HFO 100 150
A1121 25 A1159 A1045
Galley 20 Overflow HFO DB 8
A1154 Leak Oil 15
15 Water Generator A1237 TK 10C M
Tank A1160 A1193 A1196 (P) A1030
Drain A1127 A1309 No.2 Circ. 32 65
A1102 15 25 DB 11/12S DB 11S
TK A1194
A1191 15 25
25
25
A1197 50 A1044
15 Pulper A1190 25 A1183
M
A1186
15 A1126 15 A1337 50 15
Water A1235 HFO DB 8 TK (P)
A1104
Leak Oil Sludge Oil HFO Settling TK 10 A1189
TK 15 15 A1184 A1043
TK 15S TK (S)
15 25 A1187
25
Generator A1179 40
200 32 A1041
A1155 No.4 Circ. 50
40 25 DB 12S A1180 25
32
A1040
15 150 HFO Service TK 10 A1182
Oily Bilge (S) 15 25 A1172 40 15
Oily Bilge A1125 Deep TK 15 HFO DB 8 TK (S)
A1173 A1039
TI Separator 15
(S) 25
A1223 25
Heater HFO DB
A1124 20 200
From Boiler Plant 10 TK (S) A1037 32
M 15 A1175
15 Steam Injection A1259
TI
Waste Oil Hot Well
A1123 15
Collecting TK 15 Note* All valve numbers are A1176 A1294 A1067 25
M
15 A1308 (S) A1092 prefixed by 731 unless stated
Hot 40 HFO DB 8
otherwise. Leak Oil A1178 A1036 50
15 Sludge Well
A1112 A1090 TK 10 (S) 100
150 (S)
A1322 Storage A1260 15 A1033
Deep TK 15 200
15 150 200
A1324 A1068
150
From Steam Supply
Bunker Station (S)
Issue: First Illustration 6.2.9a Tank Heating System

Illustration 7.14b Window Washing Systems
Key
PW Cold PW Hot
PW Cold PW Hot Potable Fresh Water
Pool Equipment Room
Mixing Aft Deck 7
1019 1020 Air
Valves
Mixing 20 To Port 25
1017 1018
Valves Side
20 1008 All Valve No.s
20
15 Prefixed At 727A
1011 25 25 25 15
1010 Unless Stated
20 20
Deck - 8
25
1026
1013 25
1009
25
1007
1014 Deck - 7
Deck - 6 20
Deck 8
20
Locker at
Fr. 306S
Deck - 5 Deck - 8
Drain Drain
PW Cold PW Hot Wheelhouse Forward Deck 9 - 11

Deck - 12
1016 Mixing 1015

Valve
Working
Air 1001
Deck - 6
25
25 Laundry
M View On UP Store
25
1002 Transom
M Safety
25
1003 Centre
Alexandria Restaurant
20
1004
M
25 25 DN
1005 25
M
Chart
25 Room
1006 25
20 25 25 Staff Capt.
25 Off.
1027
Pantry
Wheelhouse Wine
DN
Locker Stbd LKR Bar
25
15
Drain
20 Coffee
15 UP Station
Issue: First Illustration 7.14b Window Washing Systems

Operation Manual Cleaning Operations Emergency Operation
The following instructions should be carried out before use: During travelling, observe the carriage operation and check that the reels are To move the carriage horizontally in the event of total power failure or broken
coiling the hose and cable correctly. The operator must also pay close attention drive gear or motor:
a) Check for visible faults on the equipment. to the carriage movement, so that passengers on the deck 11 and 12 balconies
remain safe. a) Switch off the main switch to avoid starting accidentally if the
b) Check that nothing along the ship’s side can interfere with the power returns.
carriage travel and that the rail is free from debris. a) Carry out the pre-start checks.
b) Disconnect the drive chains.
c) Check all connections and securing items. b) Open the parking locks for the carriage.
c) Connect a rope to the carriage and pull along from deck 13. At the
d) Check for any oil leaks. c) If the emergency stops are all off the POWER lamp will be same time, the personnel on the carriage should reel the cable and
illuminated. Press the START pushbutton. hose reels in or out.
Automatic Cleaning Procedure for Decks 12 and 13
d) Turn on the high pressure cleaning water if required. To move the platform vertically in the event of total power failure or broken
a) At the carriage, ensure the platform is fully hoisted and secure drive gear or motor:
with the two locking shafts engaged. e) Manually trip the overspeed device to check its operation and
reset afterwards. a) Switch off the main switch to avoid starting accidentally if the
b) Release the parking locks. If the emergency stops are all off, the power returns.
POWER lamp will be illuminated. Press the START pushbutton. f) Board the working platform and remove the parking locks for the
platform. b) Remove the covers of the hoisting motors.
c) Move the MANUAL/AUTO washing switch to the AUTO
WASHING position. g) Drive the platform and carriage to the required positions c) Install the manual lifting handle to the brake arm.
d) At the control cabinet E4 on deck 13 press AUTO START. The h) For long sideward movements, the carriage can be driven on high d) Connect the turning handles to the motors (they are normally kept
valve for the upper lance will open and the carriage will move speed, but the platform must be in the fully raised position. in the main electrical cabinet on the carriage).
forward while washing deck 12.
i) When the work is complete, return the carriage to the aft parking e) Lift the brake handle and crank the winch either up or down to
e) At the end of washing the windows and screens on deck 12, the position and secure the platform and carriage. reach a suitable place for any personnel to disembark.
upper lance valve will close and the carriage will move forward
to the starting position for deck 13 screens and windows. Valve j) Press one emergency stop before leaving the carriage, this will f) Secure the platform or crank up to the normal parking position.
two for the upper lance will open and cleaning will commence for start the standstill heating of the motors. Do not isolate the power.
the deck 13 screens and windows.
f) On reaching the forward area, the valve for the higher lance will
close and the valve for the lower lance will open and the carriage
will start to move aft.
g) When the carriage reaches the end of the windows on deck 12 the
valve will close and the carriage travels back on high speed.
h) At the aft parking position, the carriage will stop.
Issue: First 7.14 Window Washing Systems Page 2

Section 8: Hotel Equipment and Services
8.1 Galleys, Pantries and Bars
8.2 Garbage Disposal Equipment
8.3 Incinerator
8.5 Sewage Treatment and Collection
8.6 Laundry and Dry Cleaning Equipment
8.7 Swimming Pool and Spa Water Systems
8.8 Lifts
8.9 Storing Platforms
8.10 Automatic Sliding Doors
8.11 Ving Card System
8.12 Burglar Alarms
8.13 Dimmer Systems
8.14 Entertainment Systems
8.15 Scandisplay System
8.16 Broadcast Room and TV System

Illustration 8.1a Galleys
Gents Ladies
Toilets Toilets
Cafe Bordeaux
DN Cold
DN Store
UP Cold
Store
DN
Main Galley
UP
Crew
Galley
Finishing
Galley
Cold
Chef Cold UP
Store Store
Office
Quarterdeck
Crew Mess Room
Crew Galley Deck 5 Main Galley Deck 6 Cafe Bordeaux Deck 8
Store
DN
Cold Cold
Bell Box Galley
Store
Store
Pantry
Ladies
Crystal Bar Change
Fast Food &
Galley
WC
Chiller Dry
Store Cold
Store Store The Orangery
Sidewalk Cafe
Bell Box Galley Deck 10 Orangery Galley Deck 12 Sidewalk Cafe Galley Deck 12
Issue: First Illustration 8.1a Galleys

8.1 Galleys, Pantries and Bars Deck 10 Deck 8
There are 5 principal galleys on board Aurora: Passenger pantries: Zone 2 starboard Cafe Bordeaux: Zone 6
Decibels: Zone 7
Main passenger galley: Deck 6 zone 6 Deck 11 Terrace bar: Zone 7
Crew galley: Deck 5 zone 6
Passenger pantries: Zone 2 port
Deck 12
Cafe Bordeaux galley: Deck 8 zone 6 Zone 4 starboard
Zone 6 starboard
Bell Box galley: Deck 10 zone 6 Riviera bar Zone 3
Crystal bar: Zone 5
Orangery galley: Deck 12 zone 6 Deck 12
Orangery: Zone 6
There is a further designated food preparation area: Officers’ pantry: Zone 2 starboard Pennant bar: Zone 7
Sidewalk cafe: Deck 12 zone 5 Zone 3 port Deck 13
There are pantries at the following locations: Zone 5 starboard
Zone 7 port Pennant bar Crow’s Nest Zone 2
Deck 4
Deck 13
Officers’ pantries: Zone 1 starboard
Zone 5 starboard Passenger pantry: Zone 2 central Crow’s Nest
Hospital pantry: Zone 3 port
All the pantries and galleys are equipped to USPH standards. They are fitted
Deck 5 with a variety of equipment made by manufacturer’s such as Hobart, Valentine
and Elro. Most items were supplied by Seaking and are listed in several
Officers’ pantry: Zone 6 port adjacent officer’s mess volumes of supplier’s literature.
Crew pantry: Zone 7 starboard
Passenger pantries: Zone 2 starboard Bars
Zone 5 starboard
Bars are situated as follows:
Deck 6
Deck 5
Passenger pantry: Zone 2 starboard
Crew bar: Zone 7
Deck 7 Officers’ wardroom: Zone 6
Passenger pantries: Zone 3 starboard Andersons Deck 6
Zone 5 starboard Masquerade
Zone 6 starboard Champions Medina restaurant wine bar: Zone 5
Zone 7 port Carmens Alexandria restaurant wine bar: Zone 7
Deck 8 Deck 7
Passenger pantries: Zone 2 starboard
Zone 5 starboard Vanderbilts Champions: Zone 6
Masquerade: Zone 5
Deck 9 Andersons: Zone 3
Carmens Lounge: Zone 7
Zone 4 starboard
Zone 6 port
Issue: First 8.1 Galleys Pantries and Bars Page 1

8.2 Garbage Disposal Equipment e) When the container is full or there is no glass available for f) Move the compacting switch to the DOWN position in order to
crushing, stop the crusher by pressing the STOP button. compact the cans.
The main garbage disposal equipment on Aurora consists of sorting tables,
glass crushers, densifiers, shredders, pulpers and the sludge oil system. Solid f) To restart, replenish the hopper and press the ON button.When the g) When complete, move the compacting switch to the UP position.
waste material arrives in the garbage room from different parts of the ship glass container is full, stop the crusher and remove the container,
either as single items or in sacks of mixed or sorted waste. The mixed waste is replace with an empty container ready for further crushing. h) Move the operating switch to the forward position to push the
emptied onto the sorting table where it is manually sorted into three categories. billet of crushed cans from the unit.
These are glass, cans and other solid waste such as plastic, paper and Densifier (Can Compactor)
cardboard. The need for manual sorting of waste is minimised by the collecting Shredder
procedures which ensure that cans and bottles from the bars are collected in Aluminium drink cans occupy a large volume but when compacted they can be
separate sacks. Glass waste is crushed in the glass crusher, cans are compacted readily stored for discharge ashore. The densifier is a manually operated The shredder breaks down items of plastic, cardboard sheet, paper and wood
in the densifier and all other solid waste goes to the shredder before being machine which compacts cans into rectangular blocks. into small particles which can be burned readily in the incinerator. The
discharged to the incinerator silo. shredder discharges the shredded material, via a screw feeder, into a silo which
Empty cans are fed into a hopper at the top of the unit and a hydraulic ram feeds the incinerators. The shredder has its own hydraulic system and the oil
Operation of the pulper system, which collects waste food and prepares it for system compacts these cans into a more manageable form. The control panel level in the system must be regularly checked. There are warning lamps to give
burning in the incinerator, is described in detail in section 8.3. The collection at the side of the unit has a main switch and an emergency stop switch together warning of low oil level and high oil temperature. The control panel has a main
of sludge oil is described in section 6.2.6 and the sludge burning in section 8.3. with operating switches and indicator lights. The CONTROL ON switch is key switch, an emergency stop button, a counter and an ammeter. Red lamps
operated and the operator must insert the key and turn it in order to activate the indicate oil level minimum, oil temperature maximum, overload and trouble
Glass Crusher machine. An operating switch has positions for AUTO and MANUAL (any problem associated with operation of the unit not covered by the other
operation and the operator selects the mode in which the unit is to operate. For lamps). Turning the main switch on illuminates the green ON lamp. When the
The glass crusher is a manually operated machine which breaks larger items of manual operation there are two other switches, one of which controls the key activated control switch is turned to the CONTROL ON position a second
glass into smaller fragments thereby allowing for more efficient stowage. The compactor ram moving up and down, whilst the other controls forwards and OPERATION green lamp illuminates, indicating that the shredder is ready for
crushed glass is discharged ashore. backwards movement of the second ram, which discharges the billet of crushed operation. Pressing the START button begins shredder operation and material
cans. can be fed into the gate at the top front of the unit. Shredding is stopped when
The glass crusher has a hopper at the top into which the glass is emptied. The the STOP button is pressed and the OPERATION green lamp is extinguished.
crushed fragments of glass fall to a collection container at the bottom of the Procedure for Automatic Operation of the Densifier A red SILO FULL warning lamp indicates that the silo is full and the feeding
unit. When full, the container is replaced by an empty container. Although the of material to the shredder must stop.
glass crusher is enclosed, the operator must wear gloves and eye protection. a) Inspect the machine to ensure that the unit is safe to operate.
The control panel is mounted at the side of the crusher and has a main switch, Medical waste can be burned in the incinerator but must not pass through the
an emergency stop button and two operator buttons for starting and stopping b) Turn the main switch on and turn the mode switch to AUTO. shredder. It must be fed directly into the silo. In order to facilitate this a door
the crusher. Indicator lights at the top of the display show the state of the is fitted to the top of the casing above the silo feed screw. The feeding door is
operation; a green CONTROL ON indicator, an orange SYSTEM FAILURE c) Fill the hopper with cans. normally locked in the closed position and is provided with a safety interlock
lamp, a white READY FOR FEEDING lamp and a blue CONTAINER switch which cuts off power to the silo feed screw when the door is opened.
FILLED STOP FEEDING lamp which indicates that glass feeding must cease. d) Turn the control key switch to the ON position.
Procedure for Operating the Shredder
Procedure for Operating the Glass Crusher e) The unit will operate to compact the cans and discharge the billet
at the front of the unit; the billet can is then removed for storage. a) Inspect the machine to ensure that the unit is safe to operate.
a) Inspect the machine to ensure that the unit is safe to operate.
Procedure for Manual Operation of the Densifier b) Turn the main switch to the ON position.
b) Turn the main switch to the ON position; the green CONTROL
ON lamp should illuminate and if the crushed glass container is in a) Inspect the machine to ensure that the unit is safe to operate. c) Check that the ON light illuminates and that there are no red
place and is not full, the white READY FOR FEEDING lamp warning lights.
will illuminate. b) Turn the main switch on and turn the mode switch to MANUAL.
d) If there are no red warning lamps, turn the key operated control
c) Empty glass into the hopper and press the ON button. c) Fill the hopper with cans. switch to the CONTROL ON position.
d) The glass crusher starts. Continue feeding glass until the supply is d) Turn the control key switch to the ON position. e) Press the START button and commence feeding material into the
exhausted or the container is full. When the container is full the shredder. Continue feeding material until the supply is exhausted
CONTAINER FILLED STOP FEEDING lamp will illuminate. e) Move the operating switch to the BACK position to move the or the SILO FULL warning light illuminates.
pushing ram to the back position and close the compacting box.
Issue: First 8.2 Garbage Disposal Equipment Page 1

8.3 Incinerator A fresh air supply for cooling down the flue gases circulates through a Two pumps, one operating and one on standby supply flushing water from the
manifold around the incinerator, keeping the external surfaces of the reservoir tank to each of the food waste units. Actual supply to the disposal
Maker: Deerberg Systems incinerator cool. The fresh air gains access to the flue gases leaving the area is regulated by a three-way valve, which directs water to the flushing bowl
No. of Sets: 2 incinerator via baffles. of the unit or to the drain line after the pump. A booster pump is located on
deck 8 to ensure that a supply of flushing water reaches the food waste units
Introduction Ash discharges from the bottom of the No.1 burning chamber through a grate on decks 10 and 12. The reservoir tank is fitted with level sensors and these
into the ash chamber. The ash discharge gate is opened periodically by the activate the control system to drain water from the tank or replenish the tank
(Note! All valves without a numerical prefix are part of the Deerberg control system to discharge the ash to the ash container. After a period of from the cold and hot technical water systems.
incinerator system and not the ship’s system. Where local system valves are cooling, the ash container is sealed and then lifted, by a dedicated crane, to the
indicated, the suffix letter A indicates a valve for incinerator system A and the garbage room ready for disposal ashore. Ash containers are moved from the The pulper unit bowls can be drained of water directly to the pulper drain tank
suffix B for incinerator system B.) incinerators to the storage space at the bottom of the incinerator room and to via motorised valves. Overflow water from the pulper units is also directed to
the crane by means of a battery operated fork lift truck. this tank, as well as overflow and drain water from the reservoir tank and
The incinerators are designed for the disposal of sludge oil, pulped food and all overflow water from the water presses. This pulper drain tank is located at
other solid waste, including plastic materials. The incinerators are installed in An alternative is to discharge ash to the sea when the ship is in waters where deck 1 level in compartment 14. It can be pumped into the Black Water/Grey
the incinerator room, which extends from deck 1 to deck 4; the control station such discharge is permitted and the master has given permission for the Water (BW/GW) main and then overboard from one of the BW/GW tanks.
is situated on deck 4. Incinerator support equipment is also installed in the discharge. In the garbage room close to the crane is a dedicated ash discharge
incinerator room, each incinerator having an ash container, a shredder with chute. This is essentially a double gate valve unit with the upper gate valve An homogeniser pump, fitted to the food waste silo, constantly circulates the
solid waste silo and a food waste silo. A smoke detection system monitors the allowing the ash access to the lower gate and the lower gate allowing the ash mixture of food and water in the silo, this ensures an even distribution of food
smoke density and shuts down the system if necessary. access to the sea. The gates are pneumatically actuated, the lower gate opening particles. The same pump can, in an emergency, be used for pumping the
automatically when the upper gate is closed. A cover is locked in place over contents of the silo overboard.
The incinerator has three burning chambers. The solid waste, the food waste the upper gate valve and is only removed when ash is to be discharged to sea.
and the sludge oil are passed into No.1 chamber, which is the largest. The With the cover removed, an ash container is placed on top of the discharge unit Food waste can be discharged to the sea when the ship is not in restricted areas,
incinerator is brought up to the operating temperature by burning diesel oil. above the upper gate valve. On the control panel, the button is pressed to open but this discharge can only take place upon confirmation from the bridge that
Two diesel oil burners are provided, each fitted with its own combustion air the upper gate valve and when open the ash container can discharge its the ship is not in restricted waters.
fan. One of these diesel oil burners is in the main (No.1) burning chamber and contents onto the lower gate valve. The upper gate valve is then closed and
the other in the second burning chamber. The diesel oil burner in No.1 chamber when closed the control system automatically opens the lower gate valve to The food waste holding tank should be washed out after the food waste has
directs its flame downwards and across the chamber, whilst the burner in No.2 discharge the ash to sea. After a predetermined time the lower gate valve is been burned or after the contents of the tank have been discharged to the sea.
combustion chamber directs its flame downwards, in the direction of the closed. Some of the food waste will stick to the walls of the tank and these deposits
combustible gas flow. will dry and solidify, preventing the next load of food waste from sliding down
The Wet Waste/Pulper System the walls of the tank properly. To prevent this the tank must be water washed
No.1 burning chamber has a moving grate at its lower end which agitates the after each discharge. The cleaning water may be drained to sea if in non-
This system operates to remove food waste from food preparation and washing restricted areas otherwise it must be pumped to the grey water tank system.
solid waste in order to achieve better combustion. This agitation also moves areas to the food waste silos, in the incinerator rooms, ready for burning. Food
the ash to the lower part of the chamber. A turning grate at the bottom of No.1 waste units located in galleys, sculleries and pot washing facilities discharge
burning chamber allows ash to be discharged through the ash gate into the ash Procedure for Cleaning the Food Waste Holding Tank (Discharge to Sea)
food waste through piping to one of three water presses in the incinerator
container. Combustible gases flow out of No.1 burning chamber at the top and room. Waste from the vegetable preparation area and the bone crushing room a) Ensure that the food waste holding tank is empty of food waste.
this gas then flows downwards through No.2 burning chamber and then is also fed to one of the three water presses.
upwards through No.3 burning chamber, to the exhaust outlet. An exhaust fan b) Open the homogeniser pump discharge valve to sea (A418A/B)
at the exhaust outlet draws the gases from the incinerator thus providing an The food waste units consist of a pulper, which breaks down the food waste and close the homogeniser pump recirculating valve (A419A/B).
induced draught. into smaller particles and mixes it with flushing water, supplied from a
reservoir tank, located in the engine room. The food is pumped, via a common c) Open the homogeniser pump overboard discharge valve.
Combustion air for burning solid and food waste and for the combustion of discharge pipe, to a slurry splitting valve system, which directs it to one of the
sludge oil, enters No.1 burning chamber through throttle discs in the lower part three water presses. The food waste units are independent and each has its own d) Open the cleaning water valve ((A407A/B) to the tank in order to
of the chamber walls. Air is drawn in due to the negative chamber pressure control system which is activated locally. The slurry splitting valve system is form a water spray which washes the food waste from the tank
created by the induced draught (exhaust) fan. The throttle disc openings are set under the control of the water press control unit, allowing slurry to be directed sides and the level probes.
at the commissioning of the incinerator and should not need adjusting. If they to a particular water press. The water press units drain the excess water from
do have to be reset in order to correct any defect in combustion, the adjustment the food waste and discharge it to the food waste silos. No.1 water press e) Start the homogeniser pump to discharge the cleaning water to the
should take account of the need to maintain a negative burning chamber discharges to No.1 food waste silo and No.3 water press to No.2 food waste sea. If the ship is in restricted waters, the cleaning water must be
pressure and to maintain the flue gas temperature below 350ºC. silo. No.2 water press is the standby unit, which operates when either of the discharged to a grey water tank.)
other units is not working, it can discharge food waste to either of the silos.
Issue: First 8.3 Incinerator Page 1

Illustration 8.3a Incinerator Key
Hydraulic Hydraulic Oil

Funnel Shredder
Extractor Dom. Fresh Water

Deck 4 Fan /Food Waste
Firefighting Socket Marine Diesel Oil

(CO2 Injection)
A102A
Push Floor Air
Solid Waste
Silo
Sludge
Funnel Hydraulic Fire Fighting CO2

Power Pack
* All Valves Prefixed With 'A'
Deck 3 Unless Stated
6 bar Firefighting
Atomizing Double Funnel
Washing
Steam 421A Hydraulic Feed Gate
Water 420A
Food Waste Power Pack
From Water Press Hydraulic
Water Gas/Air Food Waste Diesel Oil Power Pack
Regulators Injection Nozzle Burner 1A 538A
Press
30 l/h 536A 535A
To Incinerator B To Burner 1A 6-8 bar
Diesel Oil
Comp. Air
From Incinerator B Burner 2A
267A 65 l/h
Food Waste Incinerator A
Holding
Tank Drain
269A
Exhaust
512A Sludge Burner Gas Fan
6-8 bar 513A 514A 519A Max 70 kg/h
Comp. To Sludge Oil
413A Burner
Air
M M
Cleaning Out 503A

418A 419A
Air Connection
537A 539A
Deck 2
Moving Grate
Compt 13
Fresh Air
555A 555A For Cooling
Flue Gases
PI PI Compt 14
Steaming Out Turning
Grate Chamber 3
Connection
Chamber 2
+ PI Incinerator + PI
Chamber 1
DO Pumps Hydraulic
260l/h Incinerator Distribution
552A 552A B Ash Gate
4bar 711A
743A 1048
2026 Hydraulic 2072
DO Service
Tank 13P Power Pack
To Boiler Auxiliary Consumers
To Boiler 32.02m3 FO System LT Fresh Water
DO Pumps Cooling System
LAH LAL 711A
743A Ash 2065
743A 4013 Sludge Oil Container
4010 TK 14 (P) Sludge
DO Transfer Incinerator A
Pumps
Pump Incinerator A Systems Shown Hydraulic Power Pack
Deck 1
Issue: First Illustration 8.3a Incinerator

Procedure for Pumping out the Pulper Drain Water Tank Average waste capacity at a CV of 20 MJ/kg is approximately 190 kg/h c) Open the Deerberg incinerator DO pumps supply valve
743A4010 and Deerberg line valve A556.
Food waste capacity is 100kg/h.
This procedure is described in section 6.4.1, grey water system.
Synthetic materials, such as PVC, have calorific values of 40,000 to 60,000 d) Open incinerator DO pump suction valves A552 and discharge
Supply of Material to the Incinerator kJ/kg and if excessive quantities of these materials are burned, the combustion valves A555.
chamber temperature and exhaust gas temperature will be excessive. Synthetic
Materials for burning are brought to the incinerator automatically, the supply materials must not exceed 10% of the total charge at any one time, in order to e) Set one incinerator DO pump as the operational pump and the
system is under the control of the incinerator. prevent excessive temperatures. High temperature results in the incinerator other as the standby, to cut in if the supply pressure falls.
shutting down until the temperature has reduced to an acceptable level (this is
Solid Waste part of the control programme). The maximum combustion capacity for sludge f) Open the incinerator DO burner supply valves A269A and A269B
oil is 70 kg/h. Classification Society rules state that materials with flash points and the return valves A267A and A267B.
The incinerator has a shredder, which breaks the solid waste into small of 60ºC and below must not be burned.
particles which are then directed to the solid waste silo by a screw conveyor. g) Ensure that the burner management control boxes are operational.
The shredder is fed manually with bags of waste material and loose waste Large amounts of plastic should not be supplied to the incinerator at any one
material. A ‘silo full’ sensor is fitted to prevent over filling of the solid waste time. If large quantities of plastic materials have accumulated, they should be (Note! These boxes control the furnace purge cycle, actuate the ignition system
silo; this shuts off the shredder when activated. A ‘silo empty’ sensor shuts fed to the shredders at intervals, rather than as a single amount. and regulate the fuel and combustion air supply. They also monitor the flame
down the solid waste feed to the incinerator when activated. and sense flame failure. The burner fan and burner oil pump are operated at the
Incinerator Temperature Limiters same time by one electric motor. As the fan must operate before and after the
Solid waste is shredded and passed to the storage silo by a screw conveyor. flame has been extinguished, the burner oil pump also operates, but the burner
Shredded waste from the solid waste silo is fed into the top of the No.1 burning These temperatures are set at the Dicon SM controller. is shut off and oil is released by a spring loaded pressure controller back to the
chamber via a feed chute; the feeding arrangement is synchronised with the DO service tank.)
combustion cycle. This chute is fitted with an automatically controlled double The main and secondary burning chamber maximum temperature must not
feed gate, which prevents flames from the incinerator passing into the solid exceed 850ºC and the burner will cut out at this temperature. The lower Procedure for Heating-up the Incinerator
waste silo when the incinerator is being fed with solid waste. The solid waste temperature limit for the burning chamber is set at 800ºC and if the chamber
silo is fitted with a ventilation system which operates whenever the silo is temperature drops below this value, the burner will be ignited. a) The incinerator must be cleared of ash and prepared for operation,
operating.The extractor fan suction points are located at the top of the silo and by ensuring that all access doors are closed.
the discharge is to the funnel. There is also a CO2 fire fighting system fitted, The feeding of solid waste to the burning chamber commences when the
with injection points located at the top of the silo. temperature reaches 500ºC, the preheat temperature. Waste feeding stops at b) At the main control box press the INCINERATION ON
850ºC. Food waste burning starts at 700ºC. The incinerator access door is pushbutton.
Food Waste locked at 100ºC and all systems are locked out and an alarm is triggered if the
burning chamber reaches 1100ºC. c) After starting, the incinerator must be supervised locally until the
Pulped food waste in the food waste silo is pumped to the food waste nozzle automatic temperature control commences operation.
located at the top of No.1 burning chamber. Immediately before the nozzle is The burners are shut off and waste feeding stops if the exhaust temperature
an atomising steam connection, which blows the food waste into the leaving the incinerator exceeds 350ºC. In the event of a high exhaust d) The incinerator will commence automatic operation and the
incinerator. temperature shutdown, the incinerator can be restarted by pressing the reset following processes will take place.
button when the exhaust temperature has fallen below 350ºC and the cause of
Sludge Oil the high temperature has been determined and rectified. The exhaust gas fan will be started on low load to purge the burning chambers.
After purging, burner No.1 will ignite and if successful, burner No.2 will
Sludge oil is burned by injection into No.1 burning chamber, after that Procedure for Preparing the Incinerator for Operation ignite.
chamber has reached a sufficiently high temperature when burning diesel oil. The access door is locked when the temperature exceed 100ºC. The feed gates
Heated sludge oil is pumped to the incinerator burners, located below the (Note! There is an emergency stop button outside the incinerator room on deck and ash gate are locked. The moving grate commences operation (moves
diesel oil burner in No.1 burning chamber. The sludge oil is atomised by 4 level allowing the compartment to be evacuated in an emergency and the backwards and forwards).
compressed air which has been heated by the flue gases. incinerator(s) stopped after the doors have been closed.)
The burners will continue operation until the preheat temperature reaches
Incinerator Operating Capacities a) Ensure that there is electrical power available. approximately 500ºC to 600ºC.
The capacity of the incinerator depends upon the calorific value of what is b) Prepare the diesel fuel oil system for operation. The diesel oil e) The form of incineration may be selected after the heating up
being burned. system is part of the Deerberg arrangement, with a pipe procedure is complete; there are four incineration processes:
connection to DO service tank 13 suction line. Open the DO
Average waste capacity at a CV of 15 MJ/kg is approximately 220 kg/h service tank suction valve 743A2026.

i. Solid waste incineration f) The incinerator will operate under automatic control, the supply Food Waste Incineration
ii. Solid waste incineration plus food waste burning of shredded solid waste is regulated to a predetermined
iii. One sludge burner operating, plus food waste burning programme. There is a time delay between waste feedings. If the Procedure for Operating the Pulper Unit
iv. Two sludge burners operating, plus food waste burning incinerator No.1 burning chamber temperature rises above 850ºC,
a) Ensure that all the food waste units in the galleys, sculleries,
No.1 diesel oil burner will be shut off and No.2 diesel oil burner
vegetable preparation and pot washing facilities, as well as the
Procedure for Stopping the Incinerator will be shut off if the temperature in No.2 burning chamber
bone crushing unit, are operational with all valves open. These
reaches the same value. The burners will start again when the
units will operate when the control switch is activated and
a) On the incinerator control panel, press the INCINERATION OFF chamber temperature falls to 800ºC. Waste feeding will stop if the
automatically discharge food waste to one of the water press units
pushbutton. temperature exceeds 850ºC, or if the smoke density alarm is
in the incinerator room. Food waste units are located as listed in
activated.
the following table. All non-motorised valves must be manually
b) When the burning chamber temperature has exceeded 600ºC for
opened before operation of the unit.
more than 20 minutes after the last charge, there will be no more g) If any chamber temperature exceeds 1100ºC, both burners are
burnable material remaining in the chamber. The diesel oil shut off and locked out, the feed gate is locked and an alarm is
Description Unit Type. Deck
burners can then safely be shut down, the control system will do raised.
this automatically. Bone crusher No.1 MP 604H 4
h) If an alarm is raised, the duty engineer must observe the
Vegetable preparation No.2 MP 604L 4
c) The exhaust gas fan and the burner fans will continue operating temperature and if it continues to rise, the air supply throttle discs
for 2 hours after the burning chamber temperature has fallen to must be closed slightly to reduce combustion intensity. When the Crew galley scullery No.3 MP 604L 5
100ºC. The main switch must not be opened until the fans have temperature falls to below 850ºC the ALARM RESET button can
Crew galley pot wash No.4 MP 604L 5
stopped. be pressed. When the temperature falls below 800ºC, automatic
feeding of waste will commence, the diesel oil burners will Main galley scullery No.5 MP 604L 6
Solid Waste Incineration operate and the incineration process will continue.
Main galley scullery No.6 MP 604L 6
Procedure for the Incineration of Solid Waste The air supply throttle discs must be reset to their original Main galley pot wash No.7 MP 604L 6
openings.
a) The burning of solid waste can commence when No.1 burning Bistro scullery No.8 MP 604L 8
chamber temperature reaches 500ºC to 600ºC. i) The burning of solid waste will continue automatically until the Bell box pot wash No.9 MP 604L 10
solid waste silo is empty. When the silo empty sensor is activated
b) Ensure that the incinerator is operating correctly on diesel oil and the feeder will shut down and the incinerator will remain Conservatory scullery No.10 MP 604L 12
that all instruments are reading accurately. operating for a predetermined period until all solid waste in the Fast food area scullery No.11 MP 604L 12
incinerator has burned. The incinerator will then continue
c) Ensure that there is sufficient solid waste in the solid waste silo. operating on the diesel oil burners in order to maintain the b) Ensure that the slurry splitting valve nest is under the control of
The solid waste shredder will have been working to fill the silo temperature. the water press system and that the system is activated.
even when the incinerator may have been warming up or burning
other materials. Procedure for Stopping Solid Waste Incineration c) Check that the reservoir tank level is within limits and that the
high and low level sensors are operational.
d) At the control panel, press the WASTE BURNING pushbutton. a) Stop the solid waste transport system from feeding solid waste to
This starts the silo conveyor system which commences automatic the incinerator. d) Set one of the flushing pumps as the operational pump and the
feeding of solid waste into the incinerator. After some waste has other as the standby pump. Ensure that the pump valves are under
been supplied, the transport system stops and the upper feed gate b) Allow the solid waste in the incinerator to burn completely and the control of the reservoir tank control system.
opens, allowing the waste to fall onto the lower gate. The upper then de-ash the incinerator.
feed gate closes and when closed, the lower feed gate opens to e) Start the flushing water system and check that water is returning
discharge the waste into No.1 burning chamber. The lower feed c) The incinerator may be stopped by pressing the INCINERATION to the reservoir tank from the pulper units.
gate closes. OFF pushbutton, as previously described in the procedure for
stopping the incinerator. This will shut down the incinerator. f) Start the water press system.
e) After some solid waste material has been supplied, the exhaust However, if it is intended to burn sludge oil the procedure for the
gas fan automatically changes over to high speed running. This burning of sludge oil should be followed, rather than stopping the g) Start the pulper units at their individual locations as required.
draws more combustion air into the incinerator, to ensure incinerator after de-ashing.
complete combustion of the solid waste. Food waste will be pulped and discharged to the water press units which will
in turn discharge it to the food waste silos.

Procedure for Operating the Food Waste Silo The steam line solenoid valve opens for 3 seconds to atomise the Procedure for Burning Sludge Oil in the Incinerator
food waste and spray it into the burning chamber.
a) Ensure that the pulper system is set for supplying pulped food (Note! When burning sludge, oil high temperatures can result and the control
waste to the silo system. Steam is shut off and after a time delay, food waste pump M33 system may shut down the auxiliary diesel oil burner occasionally, restarting it
starts to fill the section of pipe again. when the temperature falls below 800ºC.)
b) Ensure that the solid waste silo vent fan is operating, as this also
vents the food waste silo. The process repeats until the food waste silo is empty or the a) Pump sludge oil to the dedicated sludge oil tank from the ship`s
process is stopped manually. sludge oil tank (open suction valve 771A1804) and let it settle
c) Check that the food waste silo wash water valve A404A or overnight or for about 8 hours with heating steam applied.
A407B, is closed. h) The low level switch in the food waste silo will activate the food
waste incineration shutdown procedure. This involves stopping b) Drain water from the tank and ensure that trace heating is applied
Procedure for the Incineration of Food Waste homogenising pump M32 and feeding pump M33. to all sludge oil lines.
Food waste incineration can only take place at the same time as solid waste
i) An alarm is activated and must be cancelled by pressing the c) Switch on homogeniser pump M50 and ensure that the sludge oil
incineration or sludge oil burning.
ALARM RESET pushbutton. feed pumps M51 and M52 are switched to automatic operation.
a) Open the homogenised food waste recirculation valve, A419A or
j) Close the steam valves to the food waste nozzle. d) Ensure that the incinerator is at the correct temperature (a
A419B.
minimum of 600ºC) for burning sludge oil and that the exhaust
(Note! Steam blasts the food waste through the spray nozzle at a high velocity temperature is sufficiently high enough to heat the compressed air
b) Open the silo discharge gate valve, A414A or A414B, to the
and this atomises the food waste. The spray nozzle is shaped to allow almost for atomising the sludge oil. Both diesel oil burners should be
incinerator.
100% of the food waste to hit the burning chamber walls with only a small operating.
amount falling into the ashes.)
c) Check that the silo overboard discharge valve, A418A or A418B,
e) Open the compressed air supply valve to the sludge burner,
is closed.
Procedure for Pumping the Contents of the Food Waste Silo Overboard A535A or A535B.
d) Open the steam supply valve, A402A or A402B, to the food waste
a) Check that it is permissible to pump food waste overboard. f) Ensure that the sludge oil burner remote controlled sludge supply
nozzle.
valve, A538A or A538B, is operational.
b) Set the valves as in the following table: g) Ensure that the sludge burner purge air line valves, as in the
e) Check that the motorised steam valve, A421A or A421B, to the
following table, are closed:
food waste nozzles are operational and under control of the
Silo A Silo B
control system.
Position Description Valve Valve Description Incinerator A Incinerator B
Valve Valve
f) When the incinerator is sufficiently preheated, press the FOOD Closed Homogenising valve A419A A419B
Compressed air inlet valve to
WASTE BURNING ON pushbutton.
Open Silo discharge valve A418A A418B sludge oil line A513A A513B
The programmable controller has a set time delay which prevents operation of Open Discharge line valve 763A1001 763A1002 Remote controlled sludge oil
the food waste burning system until a delay of a least 15 minutes has occurred line compressed air inlet valve A512A A512B
Open Overboard discharge non-return valve 763A1003
since the start of solid waste or sludge burning. This ensures the correct Compressed air inlet
environment for drying and burning of the injected food waste. Open Overboard discharge
non-return valve to sludge oil line A519A A519B
ship’s side valve 763A1004
g) When the time delay has expired, the food waste feeding h) Ensure that the sludge oil supply valve, A503A or A503B, is open
sequence will commence under automatic control and the c) Start the pump and discharge the contents of the food waste silo
and that the associated remote controlled valves are operational.
following processes will take place: overboard.
i) When the sludge temperature at the temperature controller
Homogeniser pump M32, in the food waste silo, starts to mix the d) When the silo is empty, stop the pump and shut all the valves.
reaches 55-65ºC, the burning of sludge can commence.
food waste and water.
j) On the control panel, depress the SLUDGE BURNING ON
Food waste pump M33 starts and operates for 5 - 10 seconds in pushbutton for sludge burner No.1 and/or sludge burner No.2,
order to fill the final section of pipe between the steam inlet depending upon which sludge burner(s) is/are to operate.
socket and the spray nozzle. The pump stops.

k) The sludge burners will continue burning sludge until the tank Procedure for Stopping Sludge Oil Burning Procedure for De-ashing the Incinerator
low level is reached. At this point an alarm is triggered and the
sludge burners will shut down. The diesel oil burners will Automatic Automatic De-ashing
continue operating in order to maintain incinerator temperature.
Sludge burning is stopped automatically when the incinerator sludge oil tank This is undertaken as part of the automatic operation of the incinerator. During
l) When the sludge oil is ignited properly and is burning with a level falls to the low level mark. At that low level, an alarm is raised to warn operation of the incinerator, ash falls through the moving and turning grates
stable and continuous flame, the diesel oil burners are the operator, the sludge pump stops and the motorised atomising air valve into the ash chamber. The programmable controller opens the ash gate to
extinguished (there is a 30 second delay). The flame may be closes. discharge ash into the ash container. This process is on timer control. When the
observed through the inspection glasses. ash container is full, this is indicated in the machinery control room and
The alarm reset button must be pressed when the sludge burning system has manual changing of the ash container is required.
A flame scanner is fitted and the flame produced by the burning shut down.
of sludge is continuously monitored. If the flame is extinguished Manual De-ashing
an alarm is triggered and the sludge pump is stopped. Manual
Ideally, manual de-ashing should be undertaken after a cooling down phase
m) The operator may stop the burning of sludge manually by a) Press the SLUDGE OIL BURNING OFF pushbutton. This stops prior to starting another incineration period.
depressing the SLUDGE OIL BURNING pushbutton. the sludge pumps.
a) Ensure that the exhaust gas fan is shut off during manual de-
n) The homogeniser pump will be stopped, trace heating switched b) The diesel oil burners may be switched off if the incinerator is to ashing in order to prevent ash from being sucked through the fan
off, all sludge valves closed and the air supply valves closed. be taken out of service or they may be used to maintain and discharged via the funnel.
incinerator temperature if the incinerator is to be operated with
If the sludge does not burn by itself it is possible to operate diesel oil burner solid waste. b) The main control switch should stay in the ON position.
No.1 in parallel. The procedure for this is as follows:
c) Close all the sludge valves and the atomising air valves for the c) The burning chamber temperature must be below 100ºC.
a) Press the push button BURNER ASSISTANCE FOR SLUDGE sludge system.
BURNING ON. This will ensure that diesel oil burner No.1 d) Press the DE-ASHING button. If the burning chamber
operates continuously. d) Switch off the trace heating to the sludge system. temperature is above 100ºC, an alarm message will indicate that
manual de-ashing is not allowed.
b) As soon as a stable sludge flame is produced the diesel oil burner
No.1 may be extinguished by pressing the button marked e) The burner motors (driving the diesel oil pumps and fans) must be
BURNER ASSISTANCE FOR SLUDGE BURNING OFF. stopped.
f) The ash gate is opened for a period; an indicator illuminates when

the ash door is fully open.
g) When the ash has been discharged from the ash chamber, press
the DE-ASHING OFF pushbutton.
h) Close the ash gate; an indicator illuminates when the gate is

closed.
i) Start the incinerator operation again by releasing the exhaust gas

fan and the diesel oil burners and fans to operate.

Procedure for Disposing of Ash to the Sea Diesel Oil Supply System
a) Ensure that the ship is in unrestricted waters where ash can be Diesel Oil Supply Pumps
discharged to the sea.
Make: Prinzpumpen
b) Move ash container(s) to deck 4 level in the garbage room using Type: BMS 2-12RD
the fork lift truck and crane. No. of Sets: 2
Capacity: 260l/h 4bar
c) Check that the gate valves on the ash disposal unit are closed; Motors: 0.37kW 830rpm
unlock the cover on the ash disposal unit and remove the cover.
The incinerators burn Diesel Oil to raise the furnace temperatures high enough
d) With the aid of the fork lift truck, which will have been moved to to ensure complete combustion of all the materials put in them. Two diesel oil
the garbage room for the purpose, place the ash container over the pumps supply DO to the incinerators, the supply always being in excess of that
ash disposal unit. used; the excess DO returns to the DO service tank. The incinerator DO pumps
are part of the incinerator system and are fitted with internal relief valves
e) Ensure that the air supply valve (752A1121) to the ash disposal which return oil to the pump suction, thus maintaining pump delivery pressure.
unit is open and that the unit air inlet valve (752A1123) and the
unit vent valve (752A1175) are open. Procedure for Supplying Diesel Oil to the Incinerators
f) At the ash disposal unit control panel, move the main switch to a) The DO service tank spring loaded drain valve should be opened
the ON position and check that there is power available. to check for the presence of water. If water is present, the valve
should remain open until all of the water is drained off.
g) Check that the lower knife gate valve is closed.
b) Check that the DO pump suction strainers are clear.
h) Press the OPEN UPPER VALVE button and check that the Upper
Knife Gate Valve lamp illuminates. c) Ensure that the incinerator is ready for operation.
i) Open the door at the base of the ash container to discharge ash d) Set the valves as in the following table:
into the unit.
j) Press the CLOSE UPPER VALVE button and check on the
Open DO service tank quick closing suction valve 743A2026
control panel that the Upper Knife Gate Valve Closed lamp is
illuminated. Open Incinerator DO pump inlet valve 734A4010
Open Incinerator No.1 DO pump suction valve
k) When the upper valve is closed the lower knife gate valve will
open for a predetermined period in order to discharge the ash to Open Incinerator No.1 DO pump discharge valve
the sea. The discharge lamp on the panel will be illuminated
Open Incinerator No.2 DO pump suction valve
during the discharge period. The lower knife gate valve will close
and the light will be extinguished. Open Incinerator No.2 DO pump discharge valve
Operational No.1 incinerator pressure control
l) This procedure can be repeated for any other ash containers.
DO return valve
When all the ash containers have been emptied, the disposal unit
cover is fitted back in place and locked, the air valves are closed Operational No.2 incinerator pressure control
and the main switch is moved to the OFF position. DO return valve
e) Set one of the DO pumps to operational and the other to standby.
f) When the incinerator system is ready for operation, start the DO

pump on automatic and start the incinerator.

8.4 Fresh Water Systems Procedure for Setting the Accommodation Hot Potable Water Jacuzzis and Paddling Pools
Recirculation System
Introduction Jacuzzi No. (deck) Valves
a) Set the valves in the engine room as described in section 6.3.4. 1 (12) 723A2307 723A2312 723A2317
Hot and cold potable water is circulated around the ship using dedicated ring 723A2322 723A2327 723A2332
mains at each deck level. Water is recirculated constantly which avoids the risk b) Set the recirculation valves as in the following table:
of stagnant water remaining in any part of the system, no matter how short the 3 (12) 723A2305 723A2310 723A2315
pipe run, for any period of time. It also ensures that hot water at the correct Recirculating Line Forward Ship 723A2320 723A2325 723A2330
temperature is always available at each outlet. Spur branches are taken from
the ring mains to supply individual cabins, groups of cabins or other users such Deck Valves 4 (8) 723A2308 723A2313 723A2318
as galleys and jacuzzis. 12 fwd 1000l/h 723A2177 723A2133 723A2251 723A2340 723A2323 723A2328 723A2333
Valves fitted in the ring mains at certain locations allow a section of the ring 11 fwd 1000l/h 723A2176 723A2132 723A2341 5 (12) 723A2306 723A2311 723A2316
main to be isolated. This enables work to be carried out on outlets in the 10 fwd 1000l/h 723A2175 723A2131 723A2253 723A2342 723A2321 723A2326 723A2331
isolated section without interfering with the water supply to the other locations
supplied by the ring main. 9 fwd 1000l/h 723A2174 723A2130 723A2343 Paddling Pool
8 fwd 1000l/h 723A2173 723A2129 723A2344
Hot and cold potable water is supplied to the ring mains at various decks via (8) 723A2309 723A2314 723A2319
pressure reducing valves as shown below. 6 fwd 1000l/h 723A2172 723A2128 723A2256 723A2345 723A2324 723A2329 723A2334
5 fwd 1000l/h 723A2171 723A2127 723A2346
Potable Water Supply Mains c) Set the hot potable water system to operational, as described in
4 fwd 1000l/h 723A2170 723A2126 723A2259 723A2347 section 6.3.4.
Main No. Location Pressure Reducing 4 aft 1000l/h 723A2169 723A2125 723A2348
Valve Setting (Note! If any outlet requires attention, the necessary ring main isolating valves
3 fwd 1000l/h 723A2168 723A2124 723A2349 must be closed in order to isolate that section of ring main.)
Main 1 Galleys 4.7bar
3 aft 1000l/h 723A2167 723A2123 723A2350
Main 2 Decks 02 - 04 3.8bar
2 fwd 1000l/h 723A2166 723A2122 723A2351
Main 3 Hospital 3.8bar
2 aft 1000l/h 723A2165 723A2121 723A2352
Hospital 500l/h 723A2164 723A2120 723A2353
Total 13500l/h
Main 7 Pools 3.5bar - 6.6bar Recirculating Line Aft Ship
The valves to be set in the engine room to supply these deck mains are given Deck Valves
in section 6.3.4 Potable Hot Water System and section 6.3.5 Potable Cold 11 aft 1000l/h 723A2185 723A2141 723A2289 723A2354
Water System.
10 aft 1000l/h 723A2184 723A2140 723A2355
9 aft 1000l/h 723A2183 723A2139 723A2356
8 aft 1000l/h 723A2182 723A2138 723A2357
6 aft 1000l/h 723A2181 723A2137 723A2293 723A2358
5 aft 1000l/h 723A2180 723A2136 723A2359
Crew galley 1000l/h 723A2179 723A2135 723A2360
Main galley 1000l/h 723A2178 723A2136 723A2361
Total 500l/h
Issue: First 8.4 Fresh Water Systems Page 1

Procedure for Setting the Accommodation Cold Potable Water Recirculating Line Aft Ship
Recirculation System
Deck Valves
a) Set valves in the engine room as described in section 6.3.5.
11 aft 400l/h 722A2252 722A2379 722A2388 722A2208
b) Set the recirculation valves as in the following table: 10 aft 400l/h 722A2251 722A2381 722A2207
9 aft 400l/h 722A2250 722A2382 722A2206
Recirculating Line Forward Ship
8 aft 200l/h 722A2249 722A2383 722A2205
Deck Valves
6 aft 400l/h 722A2248 722A2384 722A2390 722A2204
12 fwd 400l/h 722A2244 722A2365 722A2392 722A2199
5 aft 400l/h 722A2247 722A2385 722A2203
11 fwd 400l/h 722A2243 722A2366 722A2198
Crew galley 400l/h 722A2246 722A2386 722A2201
10 fwd 400l/h 722A2242 722A2367 722A2394 722A2197
Main galley 400l/h 722A2245 722A2387 722A2200
9 fwd 400l/h 722A2241 722A2368 722A2196
Total 3000l/h
8 fwd 400l/h 722A2240 722A2369 722A2195
6 fwd 400l/h 722A2239 722A2370 722A2396 722A2194 Jacuzzis and Paddling Pools
5 fwd 400l/h 722A2238 722A2371 722A2193 Jacuzzi No. (deck) Valves

4 fwd 400l/h 722A2237 722A2372 722A2398 722A2192 1 (10) 722A2335 722A2336
4 aft 400l/h 722A2236 722A2373 722A2191 3 (11) 722A2331 722A2332
3 fwd 400l/h 722A2235 722A2374 722A2190 4 (07) 722A2337 722A2338
3 aft 400l/h 722A2234 722A2375 722A2189 5 (11) 722A2333 722A2334
2 fwd 400l/h 722A2233 722A2376 722A2188 Paddling Pool (10) 722A2339 722A2340
2 aft 400l/h 722A2232 722A2377 722A2187
Swimming Pools
Hospital 200l/h 722A2231 722A2378 722A2186
Pool (Deck) Valves
Total 5400l/h
Crew pool (5) 722A2341 722A2342 722A2343 722A2344 722A2345
Pax pool (7) 722A2346 722A2347 722A2348 722A2349 722A2350
Pax pool (10) 722A2351 722A2352 722A2353 722A2354 722A2355
Pax pool (11) 722A2356 722A2357 722A2358 722A2359 722A2360
d) Set the cold potable water system operating as described in

section 6.3.5.
(Note! If any outlet requires attention, the necessary ring main isolating valves
must be closed in order to isolate that section of ring main.)
Issue: First 8.4 Fresh Water Systems Page 2

Illustration 8.4a Potable Cold Water Accommodation System Example Accommodation
Ringline
2183
Deck - 14
2179 Supply For Supply For Supply For

2 -3 Cabins 4 - 10 Cabins 1 Cabin
2177
2180 2178
Deck - 13 Detail - X Detail - Y
2327
Whirlpools Swimming pools
2329 2181
2169 2167 2328 2173

2182
2174
2170
Deck - 12 2171 TI
2168
2172
2165
2154 2362 2163 2161
2166 Detail - J Detail - K Far Point Recording
2153 2159
2155 2154
2153 2151 PH &
2164 Detail K 2311
Deck - 11 Detail A Detail J Chlorine Alarms To
2157
2149 2162
Analyser IMACS
2152
Detail X
Launderette
2145 2160
Detail Y 2158 2156
2138 2150 2147
2148 2143 2313 2/3 - Bar
Wheel House
2137 2135 Channel Chart
Window Washing
2146 2141
Deck - 10 2314 2202 Recorder
2139
2144 Detail L
2403
2133 To Swimming Pool Overflow Tank
2136
Detail - L Detail - M
Detail A 2142
2122
2121 2134
2131 2140
2132 2129
2119
2123 Detail X 2127 2307 2306 2296 2295
Deck - 9 2130 2310 2309 2308 2297
Detail Y 2125
Detail M 2117
2128 2305 2304 2294 2293
2120
2126
2105 2303 2302 2292 2291
2107 2118 2115
2116 2124
2113 Launderette Launderette
2106 2111
Deck - 8 2104
2299 2298 2288 2287
2114 2109
2112
2103 Detail A
2110
Detail - A
2101 2108
2102 2097 Circulation Key
2099 Branch Example
Domestic Fresh Water
2100 2095
2098 Electrical Signal
FM
2096
Risers To Upper Decks

2094 FM
2364
Potable Water
Recirculating All Valve No.s Prefixed
722A Unless Stated
Issue: First Illustration 8.4a Potable Cold Water Accommodation System

2092 Illustration 8.4b Potable Cold Water Accommodation System Example Accommodation
Detail X-Y
2090
2084 Ringline
2093
2091
2086
Deck - 7 2081
2079
2087
2085
2080 2075

Detail A 2 -3 Cabins 4 - 10 Cabins 1 Cabin
2077 2073
2065 2076
2067
Deck - 6 2078 Detail - X Detail - Y
2066
2402
2074 2071 Whirlpools Swimming pools
2063
2064
2184
2044
2185
2062 2069
2072
Deck - 5 2149 2147 2060
TI
2070
2058 2068
2148 2045 Detail A
2046 2056
2061 2059
2042
2057 2055 2051

2053
Detail - N Detail - O
2043 2040
2032 2054
2031
Deck - 4 2038 2282
2052 Launderette
2409 2041 2050 2277
2036 2279
2322 2039 2034
2037 2284
Detail O 2030
2035 2033 2280 Launderette
2028 2285
2026
2029
Deck - 3 2286 2281
Detail N 2407
2024 Detail - P
2320 2027 Detail - Q
2022
Detail Q 2020 2025
2019
2023 2021 2258
2017 2015
Detail A Launderette
Deck - 2 2013 2266 2267
2018
2268 2269
2262 2270
2014 2011
2259
2016 Launderette 2275
2405 Detail P
2263
15 2008 2012 2260
40 2009 2010 2274
2006 2271 2272 2273 2261
2323
Deck - 1
2004
2319 2005
2002 Detail - A
2404 2007
Circulation
80 2003
2318 2317 80 2001 Branch Example Key
32
100 2316
65 2315 Domestic Fresh Water
125
40
FM
32
100
Distribution From FM
Potable Cold Fresh Water System All Valve No.s Prefixed
in Machinery Spaces Potable Water 722A Unless Stated
(illus. 6.3.5b) Recirculating
Issue: First Illustration 8.4b Potable Cold Water Accommodation System

Illustration 8.4c Potable Hot Water Accommodation System
Example Accommodation
Ringline
Deck - 14
Deck - 13 Supply For Supply For Supply For

2 -3 Cabins 4 - 10 Cabins 1 Cabin
Detail - X Detail - J
Deck - 12 Whirlpools 22301
Launderette
2231
2114 TI
2112
Deck - 11 2118
2119 Detail A 2116 Detail J
2232
2113 2110
Detail X 2106 2117

2115
2111 2108
2109
2104
Wheel House
2100
2098
Window Washing Detail - L Detail - M
2107
Deck - 10 2102
Detail L
2105
2099 2364 2096
2103
Detail A
2226 2225 2217 2216
2086 2097
2095
2094
2092
2101 2229 2228 2227 2218
2084
Detail X 2090
2224 2223 2215 2214
Deck - 9 2093
2088 2222 2221 2213 2212
2091
Detail M 2082
2085 Launderette Launderette
2089
2083 2080 2220 2219 2211 2210

2081 2078 2087
2076
Deck - 8 2072
2079 2074
2077 Detail A Detail - A
2071
2075
Circulation
2069 2073 Branch Example
2070 Key
2067
2065
2068
FM
2066
FM
2363 All Valve No.s Prefixed
2064 722A Unless Stated
Potable Water
Recirculating
Issue: First Illustration 8.4c Potable Hot Water Accommodation System

Illustration 8.4d Potable Hot Water Accommodation System Example Accommodation
Detail X
Ringline
Deck - 7
2063

Detail A 2 -3 Cabins 4 - 10 Cabins 1 Cabin
2060
Deck - 6 2062 Detail - X Detail - N

2061
Whirlpools 2206
2058 Launderette
2059
2044
2207
2057
Deck - 5 TI
2049 2047
2208
2055
2053
2048 2045 2042 2051 Detail A
2046
2056
2209
2054
2052 Detail - P
2043 2040 2050
2032 2031 Detail - O
Deck - 4 2038
2041
2036
2039 2034 2202 2192 2193
2248 2203 2194 2195
Detail O 2190 2196
2030 2037
2035 2033
2026
Deck - 3 2029
Detail N 2201
2024 2205 2197 2198 2199
2027
22246
2022
Detail Q 2025
2019
2020 2023 2021 Detail - A
2017 2015
Detail A
Detail - Q
Deck - 2 2013 Circulation
2018 Branch Example
2014 2011 2186
2016
2366
Detail P Launderette
2012
2010 FM
2008
65 2006 2187
2009
Deck - 1 15
15 FM
2004 2188
65 2005
Potable Water
2002
2007 2189 Recirculating
2245 65 80
2365
2003
2244 2000
2243
65 Key
65
25
Distribution From
Potable Hot Fresh Water System
in Machinery Spaces
(illus. 6.3.4a) All Valve No.s Prefixed
Issue: First IIlustration 8.4d Potable Hot Water Accommodation System

8.5 Sewage Treatment and Collection require attention, the branch line to which it is connected must be isolated by Valve Type Deck Compartment Fire Zone
closing the appropriate diaphragm valve leading to the branch. This will make
761A0112 DV 03 07
Maker: JETS Vacuum AS all lavatory pans and urinals, connected to the branch inoperative.
761A0113 DV 04 03
Introduction Procedure for Operating the Sewage System
761A0114 DV 05 03
The sewage collection system operates under vacuum. The collection tank a) Ensure that the lavatory pan EDF valves and the urinal automatic 761A0115 DV 05 03
system is described in section 6.4.2 Sewage (Black Water) Vacuum Units. The valves are supplied with flushing water and with electrical power.
761A0116 DV 06 03
sewage treatment plant operates on a biological system using bacteria action
and this is described in section 6.4.3 Sewage (Black Water) Treatment Plants. b) Open the valves as in the table below. The valves for a system 761A0117 DV 05 03
The collection system involves the pipework from the lavatory pans and should always be open unless work is being carried out on one
branch of that system. 761A0118 DV 06 03
urinals to the vacuum units.
761A0119 DV 08 03
Each vacuum unit is connected to a set of lavatory pans and urinals using c) Start the vacuum system operation, as described in section 6.4.2.
761A0120 DV 08 03
dedicated pipework. There are cross connections at the vacuum units which
allow the pipework supplying vacuum unit No.1 to be connected to vacuum d) Start the biological sewage treatment plant operation as described 761A0121 DV 08 03
unit No.2 and vice versa. Also the pipework supplying vacuum unit No.3 to be in section 6.4.3.
761A0122 DV 04 04
connected to vacuum unit No.4 and vice versa.
e) Check the system for leaks. 761A0123 DV 09 03
The inlet line to the vacuum unit connects with a number of main sewage
vacuum lines via diaphragm valves. Each of these main lines has a number of f) Check that the system can maintain the correct vacuum. 761A0124 DV 09 03
branch lines, which connect with the main line via a diaphragm valve. Sewage 761A0125 DV 09 03
lines inside protected areas are fitted with remote hydraulically operated The main and branch valves associated with each vacuum unit, together with
straight cocks. These allow the lines to be isolated from the safety control the type and location of the valves, are given in the following table. 761A0126 DV 10 03
centre, preventing water flowing from a compartment should it be flooded. The 761A0127 DV 11 03
end of each main pipe and branch pipe is fitted with a screw cap which can be Sewage Treatment Unit Valves
removed for cleaning the pipeline. Automatic air admission valves are fitted at 761A0128 DV 11 03
DV: Diaphragm Valve
various points in order to admit air to the system should the vacuum become 761A0129 DV 10 03
excessive. SCHO: Straight Cock Hydraulically Operated
761A0130 DV 11 03
Each lavatory pan is connected to its branch pipe by means of an electronic Sewage Treatment Unit 1
761A0131 DV 12 03
flushing and discharge (EFD) valve. This valve is electronically operated and
opens during the flushing process. When the lavatory is flushed, water is Valve Type Deck Compartment Fire Zone 761A0132 DV 12 03
admitted to the pan for a total time of 5 seconds. During this period the EFD 761A0101 DV 01 08 761A0133 DV 02 08
valve opens for a period of 2 seconds in order to discharge the contents of the
lavatory pan, the contents being drawn out of the pan due to the vacuum in the 761A0102 DV 01 08 761A0134 DV 02 08
pipe. Flushing water continues to be supplied to the pan for a short period after 761A0103 DV 01 08 761A0138 DV 01 08
the contents have been discharged in order to ensure an effective seal and to
keep the pan clean and hygienic. The urinals have a similar automatic 761A0104 DV 01 08 761A0151 DV 01 08
operation with flushing and discharge systems. 761A0105 DV 01 08 761A0162 DV 06 03
If the connecting pipe from a lavatory pan to the branch pipe has a lift of more 761A0106 DV 01 08 761A0153 DV 07 03
than 3m (ie, rises above the branch pipe by more than 3 m), a non-return valve 761A0107 DV 01 08
is fitted in the connecting pipe. An additional non-return valve is fitted if the
lift is to the next deck up. Non-return valves are fitted in the connecting pipes 761A0108 SCHO 01 08
if the distance between neighbouring connected lavatory pans exceeds 30m. 761A0109 SCHO 01 06
The system will operate in conjunction with the vacuum units and all lavatories 761A0110 DV 03 06
will function provided that all valves are open. Should a lavatory EFD valve 761A0111 DV 02 07
Issue: First 8.5 Sewage Treatment and Collection Page 1

Sewage Treatment Unit 2 Valve Type Deck Compartment Fire Zone Valve Type Deck Compartment Fire Zone
761A0231 DV 09 03 761A0315 DV 03 10
Valve Type Deck Compartment Fire Zone
761A0232 DV 09 03 761A0316 DV 03 10
761A0201 DV 01 08
761A0233 DV 10 03 761A0317 SCHO 03 10
761A0202 DV 01 08
761A0234 DV 12 03 761A0318 DV 06 06
761A0203 DV 01 08
761A0235 DV 07 03 761A0319 DV 06 05
761A0204 DV 01 08
761A0236 DV 06 03 761A0320 DV 08 05
761A0205 DV 01 08
761A0239 DV 12 03 761A0321 DV 09 05
761A0206 DV 01 08
761A0240 DV 12 03 761A0322 DV 10 05
761A0207 DV 01 08
761A0241 DV 13 03 761A0323 DV 11 05
761A0208 DV 01 08
761A0242 DV 10 03 761A0324 DV 05 05
761A0209 SCHO 01 08
761A0243 DV 11 03 761A0325 DV 06 05
761A0210 SCHO 01 05
761A0244 DV 11 03 761A0326 DV 09 05
761A0211 SCHO 01 04
761A0245 DV 12 03 761A0327 DV 10 05
761A0212 DV 02 06
761A0253 DV 02 05 761A0328 DV 11 05
761A0213 DV 02 05
761A0254 DV 02 04 761A0329 DV 04 05
761A0214 DV 03 05
761A0330 DV 04 05
761A0215 DV 02 04 Sewage Treatment Unit 3
761A0331 DV 05 05
761A0216 DV 03 04
Valve Type Deck Compartment Fire Zone 761A0332 DV 04 05
761A0217 DV 03 04
761A0301 DV 01 10 761A0333 DV 04 05
761A0218 SCHO 03 04
761A0302 DV 01 10 761A0334 DV 05 05
761A0219 DV 04 03
761A0303 DV 01 10 761A0335 DV 04 05
761A0220 DV 04 03
761A0304 DV 01 10 761A0336 DV 05 05
761A0221 DV 05 03
761A0305 DV 01 10 76iAO337 DV 07 05
761A0222 DV 05 03
761A0306 DV 01 10 761A0338 DV 08 05
761A0223 DV 05 03
761A0307 DV 01 10 761A0339 DV 12 05
761A0224 DV 06 03
761A0308 DV 01 10 761A0340 DV 05 05
761A0225 DV 05 03
761A0309 SCHO 01 10 761A0341 DV 06 05
761A0226 DV 06 03
761A031O DV 02 09 761A0342 DV 07 05
761A0227 DV 08 03
761A0311 DV 02 09
761A0228 DV 08 03
761A0312 DV 03 09
761A0229 DV 03 03
761A0313 DV 03 09
761A0230 DV 09 03
761A0314 DV 02 10

Sewage Treatment Unit 4 761A0433 DV 09 06

761A0434 DV 09 06
Valve Type Deck Compartment Fire Zone
761A0435 DV 10 06
761A0401 DV 01 15
751A0436 DV 10 06
761A0402 DV 01 15
761A0437 DV 11 06
761A0403 DV 01 15
761A0438 DV 11 06
761A0404 DV 01 15
761A0439 DV 05 06
761A0405 DV 01 15
761A0440 DV 06 06
761A0406 DV 01 15
761A0441 DV 07 06
761A0407 DV 01 15
761A0442 DV 08 06
761A0408 DV 01 15
761A0409 DV 09 05
761A0410 DV 10 06
761A0411 DV 11 06
761A0412 DV 09 05
761A0413 DV 10 06
761A0414 DV 11 06
761A0415 DV 07 06
761A0416 DV 05 06
761A0417 DV 06 06
761A0418 DV 06 05
761A0419 DV 08 06
761A0422 DV 10 06
761A0423 DV 12 06
761A0424 DV 12 06
761A0425 DV 09 06
761A0426 DV 09 06
761A0427 DV 10 06
761A0428 DV 10 06
761A0429 DV 11 06
761A0430 DV 11 06
761A0431 DV 05 06
761A0432 DV 05 06

8.6 Laundry and Dry Cleaning Equipment Roller Ironer/Foldmaker 35 The water, steam and air valves must be opened. Garments should only be
hung on the hangers when they are hot and the machine should not be used
The laundry is located in zones 2 and 3 on deck 1. The services provided for Make: Passat/Weir Setra 1000 until it has reached operating temperature. The unit may be set to work to a pre-
machines in the laundry are electrical power, hot and cold water, steam and set program and up to nine programs may be stored in the memory. To set a
compressed air. This machine is essentially a roller press with drying and smoothing effects. program, the program key, marked Pr, is pressed and the + or - keys pressed
Steam is the heating medium for the rollers which exert even pressure on the until the required program number appears. The program key is pressed until
Washer Extractors item as it passes through. When started on Automatic, the machine will operate the steam dial is illuminated and the + or - keys pressed until the desired steam
without further operator input and items may be fed in at one end and removed time is set. The program key is again pressed until the pause dial is illuminated
Make: Braunex BJW 300 in a pressed condition at the other. The main control switch must be moved to and the + or - keys pressed to select the pause time. The procedure is repeated
the AUTOMATIC position and the ironer will start to heat up. If no defects are in order to set the air time and finally the program key is pressed to set the
These 4 programmable machines have their programmes stored on swipe indicated during warming, the key switch S1 can be turned on. The start switch program in memory. Other programs can be set in the same manner.
cards. For a particular program, the swipe card is passed through the reader S2 may be operated to lower the rollers and start the fan (unless it is already
located on the top front of the machine. The swipe card reader is equipped with operating). Any of the six speeds of operation may be selected using switch S4. In order to operate the machine, the main switch is turned to the ON position
start and stop buttons for starting and stopping the program. The main control It is possible to select another speed using the external potentiometer, should and the control panel ON button is pressed. The program key is pressed to
panel at the front of the machine has on and off power buttons and an the fixed speeds not be ideal for the work involved. To stop the ironer, press select the required operating program and the START key pressed to start the
emergency stop button. The program may be defined using the program STOP button S3. To turn off the control, button S0 is pressed. An emergency machine. At the end of the program the garment is removed from the cabinet
controller at the main control panel. There is an electric door latch which can stop button is located at the right hand side feeding end of the ironer. At the and other garments may be cleaned either on the same program or other
only be opened when the program has completed or the system has been exit of the ironer is the folder and this may be selected to fold large items such selected programs. The machine is stopped by pressing the STOP key.
overridden and the drum emptied of water. as sheets, into a designated number of folds.
Pressing Machines
Programs may be set by pressing the appropriate keys on the keypad to select To operate, check that the guard is working correctly, that the mains isolator is
water temperature and level, heating, cycle time, drum speed, pause time and ON and that the emergency stop switch is in the correct position. To start the Make: Weston FBG, F2CG and M62
stopping. To operate with the program card, the machine is switched on and the machine, the green button is pressed and to stop the machine the red button is
thermostat setting is checked to ensure that it corresponds with the selected pressed. The primary fold mode is selected at the control panel, this gives one The three pressing tables are supplied with steam, compressed air and
program card. The operating switch is set to the 0 position and the program fold and then the lane mode required is selected. The crossfolder mode electrical power. The steam is for heating, air is for operating the table and
card is inserted into the reader. The operating switch is moved to position 1 required is selected (this depends upon the size of item being folded), followed electrical power for control. Each of the tables is used for different work such
and the green START button is pressed to commence the wash cycle. The end by the lane mode for crossfolding. as shirt collars and cuffs, shirt sleeves and shirt bodies. The power ON/OFF
of the washing cycle is indicated by an audible signal. The door open button switch is located at the front of each unit and an emergency stop button is
must be pressed in order to release the latch. The program card may be (Note! The ironer speed selected must be substantially less than the folder located above the upper pressing head. For the FBG and F2CG units the
removed from the reader after moving the operating switch back to the 0 speed in order to prevent jamming of the folder.) pressing of the two green CLOSE buttons will bring the upper pressing head
position. down. Both CLOSE buttons must be depressed simultaneously in order to
General Purpose Press bring the pressing head down and they must remain depressed until the head is
Drying Tumblers in contact with the item being pressed. When the pressing head is to be lifted
Make: BMM Weston Dupress BN62 the red OPEN button must be depressed. The sleever is operated by means of
Make: Kent a foot control.
Capacity: 50kg This foot operated machine is used for pressing garments and other items. It is
supplied with steam for heating purposes and compressed air for operation. Each press is provided with an adjustable electronic timer and the timer will
The 5 machines can be set to operate on one of four different programs which When the machine has warmed up it is ready for operation. The foot pedal is start when the upper pressing head is in contact with the work. When the set
are selected at the control panel by operating the keypad. After the machine has depressed and the tables will rotate bringing one table to the pressing position. time has elapsed the upper pressing head will be released.
been loaded, the program is selected and the start button pressed. The machine To lower the table the foot pedal is depressed sharply and released quickly.
will run for the designated time and will then stop. Upon stopping, the display When pressing at the machine has finished, the compressed air and Pants Topper
reads ‘Ready for Unloading’ and the machine can be emptied. If the door is not steam/condensate valves should be closed.
opened within two minutes an audible alarm will sound and the drum will Make:
rotate for 20 seconds every two minutes until opened. A program may be Rotor Cabinet
modified by selecting the program and pressing the up and down arrow buttons The pants topper is supplied with air for cooling, steam for heating purposes
on the control panel to select the drying and cooling time and drying and Make: Camptell RC-100-EL and electrical power for operation. The steam supply timer may be adjusted,
exhaust temperatures. Each of these may be modified using the + and - buttons. but it should not exceed 6 seconds whilst the air time should be set for not less
After modification, the flashing cursor is moved back to the ‘S’ in the word The rotor cabinet is steam heated, pneumatically driven and electrically than 20 seconds.
‘Start’ and the + button is pressed to start the machine. controlled.
Issue: First 8.6 Laundry and Dry Cleaning Equipment Page 1

Aquatex Wet Washer Dryer System Vacuum Unit Laundry Water Supply
Make: Aquatex 50/234 Maker: Cissell 2d and 8d (See section 6.3.6 Non-Potable (Industrial) Water System in Machinery
Spaces)
The 2 Aquatex wet washer dryers have a microprocessor control system which A vacuum is required at the two pressing tables, the spotting table and the
allows the unit to respond immediately to any change in temperature. The unit rotary cabinet. Cissell vacuum units are provided for the purpose of raising a Laundry Steam Supply
uses two humidity transmitters which allow the microprocessor to monitor the vacuum at the necessary work areas (one for the Hoffman press and the
humidity of the incoming air and the exhaust air. The unit has six programmed spotting table and the other for the rotary cabinet and the ironing table). The (See section 6.2.8 Accommodation Steam System)
cycles and these are selected by pressing keys A to F. There is also a manual vacuum unit is provided with an electrically driven exhaust fan and ducts
mode where the drying time may be selected. The programmed modes are connect the vacuum unit chamber with the equipment requiring vacuum. The Compressed Air Supply
designed to suit different types of materials but they can be modified by vacuum unit will operate whenever the associated items of equipment
selecting a program and amending the features using the keypad. In manual requiring a vacuum are operating. Compressed air is supplied from the working and control air system (see
mode, the drying temperature and cooling down cycle can also be selected. section 2.5.2, Compressed Air Systems - Working and Control Air), the
Laundry Marker compressed air pressure is 10bar.
To operate the machine, the main switch is turned to the ON position, the drum
The equipment supplied is as follows:
is filled with materials to be washed and detergent added to the machine. The Maker: Polymark
particular required program is selected at the keypad and the START button Electrical Supplies
pressed. The program will commence and stop automatically at the end. This is an electrically powered machine which applies identification marks to
items of laundry. The main switch must be set to ON for at least 15 minutes All laundry equipment is supplied from LD10, located outside the
Hoffman Press before work commences in order to allow the unit to heat up. linenkeeper’s office in compartment 5, zone 2 on deck 1.
Make: Electrolux X-C09 Maytag Commercial Wash Extractor The low voltage equipment, lighting etc, is fed from LD102/01.
The press has steam heating and a vacuum supply from a Cissell vacuum unit. Maker: Maytag See illustration 3.11a in the electrical section, LD 10 laundry distribution for
Operation is by means of a foot pedal which brings the upper head down to the details.
lower pressing head. A steam pedal may be operated to release steam from These 2 commercial units are used for small loads of washing. They are
both heads and the buck. Another pedal applies vacuum to the buck if required. supplied with electrical power and non-potable hot water.
Steam Finishing Board Electrical power is supplied to the laundry from the laundry electrical
substation LD10. Water, steam (condensate extraction) and compressed air are
Make: Cissell supplied with the individual equipment valves being identified below. Each
item of equipment has its steam, water and compressed air valves set close to
The board is arranged for the use of a hand operated pressing iron which is that item and prior to operating the equipment, the valves should be checked
electrically heated and can also supply steam. The board and buck can also to ensure that they are open.
direct upwards steam and supply a vacuum. The vacuum is raised in the Cissel
vacuum unit.
Spotting Table
Make:
The spotting table has electrical, steam, vacuum and air connections. Foot
pedals control steam and vacuum, the vacuum at the table keeping the item of
work in place and steam is directed to the spot by means of a gun. For drying,
the gun may be made to issue air which is drawn through the garment by the
vacuum.
Issue: First 8.6 Laundry and Dry Cleaning Equipment Page 2

8.7 Swimming Pool and Spa Water Systems Procedure for Filling and Operating Passenger and Crew Pools l) Open the sample water valve to the chemical monitoring
equipment.
Description of the Swimming Pools The swimming pools are filled with sea water pumped from the AC sea water
crossover by individual pumps. m) Adjust the flow of water through the sampling equipment to 60
Aurora is fitted with four swimming pools, three for passenger use and one for litres per hour.
crew use. They are initially filled with sea water and losses made up with fresh The filling procedure is as follows:
water. The water quality is monitored and treated by the addition of chlorine n) Switch the pH and chlorine dosing pumps to AUTO on the control
a) Ensure that the drain valves for the pool and the overflow tanks switchboard.
and acid. Cartridge filters remove debris and particles. These are cleaned every
are closed.
three days, in order to maintain the water quality.
Procedure for Filling the Spas
b) Ensure that the filter drain valves are closed.
Pool Volumes and Temperatures
a) Ensure that the dump valve and the surge tank drain valves are
Passenger Pool 1 Volume 100 m3 Temperature: 25 to 28°C c) Ensure that the drain valves on the treatment unit are closed. both closed.
Passenger Pool 2 Volume 65 m3 Temperature: 25 to 28°C
d) Ensure that there are sufficient chemicals in the dosing drums. b) Switch the control circuit on with the key switch on the panel.
Passenger Pool 3 Volume 32 m3 Temperature: 25 to 28°C
e) Check that the minimum 5bar air supply is available to the filters. c) Switch the topping up valve from the O to the AUTO position.
Crew Pool 1 Volume xx m3 Temperature: 25 to 28°C
Each pool is fitted with a ring line set at the required water line level into which f) Set the CONTROL CIRCUIT switch on the control switchboard d) Switch on the METERING WATER VALVE (small blue valve).
water overflows due to the motion of the ship, volume changes due to persons to the ON position.
in the pool and natural circulation. The overflow water is led down to an e) Switch circulating pumps No.1 and No.2 from the O to the AUTO
g) The following valves should be open: position.
overflow tank fitted with level switches. These switches control the topping up
of the pool with fresh water and the cutting out of the circulating pump and Filter inlet and outlet valves
heaters in the event of a low level. f) When the spa is full, the green topping up light goes off.
Circulating pump suction and discharge filters
Topping up is initiated by the level in the overflow tank falling to the level of Steam heater inlet and discharge valves (bypass to be closed) g) Switch the three chemical dosing pumps, bromine, pH and pH+,
the switch. This will occur when the level in the pool falls to a level where from the O to the AUTO position.
Unit isolating valves
very little water is overflowing. A solenoid opens on the fresh water filling
system and the water flows into the overflow tank. This joins any water taken Discharge valves into the swimming pool h) Switch the electric heater from the O to the I position.
by the circulation pumps and is fed back to the pool. As the additional water
h) Start the filling pump from the control switchboard. When the i) Switch the blower and massage pumps from the O to the AUTO
enters the pool, the level rises and overflows into the tank, eventually
pool reaches its full level, water will flow into the overflow tank position. Ensure the sample flow through the analyser is set to
activating the level switch, closing the filling solenoid.
and eventually stop the filling pump when the upper level switch between 40 and 60 litres per hour.
Other switches on this tank control the stopping of the circulating pump and is reached.
Procedure for Emptying the Spas
the IMACs alarms. In the event of a very low level, a level switch will also
restart the circulating pump on restoration of the normal level. There is also an i) Vent the circulating pumps and set the CIRCULATION PUMP 1 a) Switch off the blower, massage pump and heater.
upper level switch to stop the filling pump, should it still be running. and CIRCULATION PUMP 2 switches on the switchboard, to the
AUTO position. b) Super-chlorinate the filters by closing the normal brominator
The circulating pumps take their suction from the overflow tank and discharge discharge valve B and opening the filter inlet valve X. Switch the
through the cartridge filters. One pump and one cartridge filter are on line at j) Ensure that the steam heater is vented and carefully open the bromine dosing pump to manual for 5 minutes and then return it
any one time. The water then passes through a steam heater and returns to the steam and condensate valves. The flow of steam is automatically to normal.
pool. controlled by a thermostat.
k) Set the circulation flow rates as follows: c) Switch off the three chemical dosing pumps, the circulating
The IMACs system monitors the temperature and level, raising alarms should pumps and the topping up valve.
the pools reach certain levels. No.1 pool is also equipped with an effects pump, Passenger Pool 1 32 m3/hour
taking suction from the bottom of the pool and returning it through the effects d) Switch off the control circuit with the key switch on control panel.
Passenger Pool 2 25 m3/hour
feature. Switch off the metering water valve.
Passenger Pool 3 15 m3/hour
e) Open the spa dump valve to empty spa.
Crew Pool 1 10 m3/hour
Issue: First 8.7 Swimming Pool and Spa Water Systems Page 1
Illustration 8.7a Swimming Pool and Spa Water Systems
Deck 8 Deck 12
Water Line

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WARNING!

Contents Section 2 Main Machinery and Services Section 2 Illustrations

Issue: First Contents - Page 1

Issue: First Contents - Page 2

Issue: First Contents - Page 3

Issue: First Contents - Page 4

Section 1 Ship and Machinery Data Illustrations Safe Operation

Issue: First 1.1 Introduction - Page 1

1.2 Issues, Updates and Amendments Issue 1 Issue 2 Issue 3 Issue 4

Issue: First 1.2 Issues, Updates and Amendments - Page 1

Issue 1 Issue 2 Issue 3 Issue 4

Issue: First 1.2 Issues, Updates and Amendments Page 2

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

Issue: First 1.2 Issues, Updates and Amendments - Page 3

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

Issue: First 1.2 Issues, Updates and Amendments - Page 4

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

Issue: First 1.2 Issues, Updates and Amendments - Page 5

Issue 1 Issue 2 Issue 3 Issue 4

Issue: First 1.2 Issues, Updates and Amendments - Page 6

Issue: First 1.3 Principal Ship Particulars - Page 1

1.4 Principal Machinery Particulars Economisers Emergency Alternators

Principal Machinery Make: Aalborg Industries Make: STN Atlas

Issue: First 1.4 Principal Machinery Particulars Page 1

Illustration 1.5a General Arrangement: Elevations

Ship In Centre Of The Lock Ship In Contact With The Lock

2625 Deck 12 2295

Issue: First Illustration 1.5a Ship’s General Arrangement - Elevations

Issue: First Illustration 1.5a1 Ship’s General Arrangement - Deck 15 Plan

Issue: First Illustration 1.5a2 Ship’s General Arrangement - Deck 14 Plan

Deck Switchboard Rm.

Issue: First Illustration 1.5a3 Ship’s General Arrangement - Deck 13 Plan

Hair Beauty Showers Chief

Casing Crystal Pool

Issue: First Illustration 1.5a4 Ship’s General Arrangement - Deck 12 Plan

Issue: First Illustration 1.5a5 Ship’s General Arrangement - Deck 11 Plan

Issue: First Illustration 1.5a6 Ship’s General Arrangement - Deck 10 Plan

Issue: First Illustration 1.5a7 Ship’s General Arrangement - Deck 9 Plan

Soft Play WC Casing

Issue: First Illustration 1.5a8 Ship’s General Arrangement - Deck 8 Plan

UP Theatre Crew Raised

Control Cold Hotel

Issue: First Illustration 1.5a9 Ship’s General Arrangement - Deck 7 Plan

Issue: First Illustration 1.5a10 Ship’s General Arrangement - Deck 6 Plan

Issue: First Illustration 1.5a11 Ship’s General Arrangement - Deck 5 Plan

Illustration 1.5a12 General Arrangement Deck 4 Deck 4 - Granada Deck

Nursing Pantry Store

Dispens. Pax Waiting

Issue: First Illustration 1.5a12 Ship’s General Arrangement - Deck 4 Plan

Office Hotel Crew

Issue: First Illustration 1.5a13 Ship’s General Arrangement - Deck 3 Plan

Issue: First Illustration 1.5a14 Ship’s General Arrangement - Deck 2 Plan

Illustration 1.5a15 General Arrangement Deck 1

HFO Day Tank

Heeling Tank Garbage

Issue: First Illustration 1.5a15 Ship’s General Arrangement - Deck 1 Plan

A. Frame 014 B. Frame 020 C. Frame 040

Void Space Tank 17

D. Frame 045 E. Frame 060 F. Frame 076

Waste Oil Store Waste Oil Store

H.F.O. Settling Tank 10 (port) H.F.O. Settling Tank 10 (Starboard)

L.O. D.B. 12 (Starboard) Deck 2 Deck 2

Deck 4 Deck 4 Deck 4