Bu Samra Machinery Operating Manual

Bu Samra Machinery Operating Manual
Machinery systems Operating Manual Illustrations 2.3 Condensate and Feed Systems
2.1.1a Main Engine 2.3.1 Condensate and Drains System
List of Contents 2.1.1b Main Engine Hydraulic Oil System 2.3.2 Boiler Feed Water System
Issue and Update control 2.1.1c Starboard Main Engine Fuel Oil Service System 2.3.3 Water Sampling and Treatment System
CARGO AND MACHINERY Symbols and Colour 2.1.1d Port Main Engine Fuel Oil Service System 2.3.4 Distilled Water Transfer and Distribution
Scheme 2.1.2a Main Engine Control System
Illustrations
Electrical and Instrumentation Symbols 2.1.2b Main Operating Panel Alarm List Screen Shot
2.1.2c Main Operating Panel Operation Screen Shot 2.3.1a Condensate and Drains System
principal machinery particulars 2.3.2a Boiler Feed Water System
2.1.2d Main Operating Panel Status Screen Shot
TANK CAPACITY PLANS 2.1.2e Main Operating Panel Process Information Screen Shot 2.3.3a Chemical Dosing Pump Control Panel
Introduction 2.1.2f Cylinder Load/Pressure Screen Shots 2.3.4a Distilled Water Transfer and Distribution System
2.1.2g Hydraulic Pump and Scavenge Air Screen Shots
Section 1: Machinery Commissioning Operational Overview 2.1.3a Manoeuvring Control System Architecture 2.4 Sea Water Systems
2.1.3b Mode Control Panel
2.4.1 Main Sea Water Systems
SAMSUNG
1.1 To Bring Vessel into a Live Condition 2.1.3c Main Engine Manoeuvring Control (Bridge)
2.4.2 Sea Water General Service System
1.2 To Prepare Main Plant for Operation 2.1.3d Main Engine Manoeuvring Control (Engine Control
2.4.3 Fresh Water Generators
1.3 To Prepare Main Plant for Manoeuvring from ‘In Port’ Condition Room)
1.4 To Change Main Plant from Manoeuvring to Full Away 2.1.3e Main Engine Local Operating Panel Illustrations
1.5 To Prepare for UMS Operation 2.1.4a Main Engine Overview Screen Shot 2.4.1a Main Sea Water Cooling System
1.6 To Change from UMS to Manned Operation 2.1.4b Main Engine Exhaust Gas Temperature Screen Shot 2.4.2a General Service Sea Water System
1.7 To Change Main Plant from Full away to Manoeuvring Condition 2.1.5a Oil Mist Detector Control Panel 2.4.2b Deck Fire Main System
1.8 To Secure Main Plant at Finished With Engines 2.1.5b Oil Mist Detector Menu Tree 1 2.4.3a Fresh Water Generator System
1.9 To Secure Main Plant for Dry Dock 2.1.5c Oil Mist Detector Menu Tree 2
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2.1.5d Oil Mist Detector Menu Tree 3
2.5 Fresh Water Cooling Systems
2.1.5e Oil Mist Detector Menu Tree 4
Section 2: Ship’s Systems 2.1.7a Main Engine Shaft Clutch Hydraulic Circuit Diagram 2.5.1 Main Engine Jacket Cooling Fresh Water System
2.1.7b Main Engine Shaft Clutch 2.5.2 Central Fresh Water Cooling System
2.0 Location Plans 2.5.3 Reliquefaction Plant Fresh Water Cooling System
2.2 Boilers and Steam Systems Illustrations
Illustrations
2.2.1 General Description 2.5.1a Main Engine High Temperature Fresh Water Cooling
2.0a Engine Room Double Bottom Tanks 2.2.2 Boiler Control Systems Systems
2.0b Engine Room Floor Plan 2.2.3 Economiser 2.5.2a Starboard Central Fresh Water Cooling System
2.0c Engine Room 4th Deck Plan 2.2.4 Steam System 2.5.2b Port Central Fresh Water Cooling System
2.0d Engine Room 3rd Deck Plan 2.2.5 Auxiliary Boiler and Economiser Cleaning 2.5.3a Reliquefaction Plant Fresh Water Cooling System
2.0e Engine Room 2nd Deck Plan
2.0f Engine Room Upper, A , B, C and D Deck Plan Illustrations
2.0g Engine Room Cross-Section 2.6 Fuel Oil and Diesel Oil Service Systems
2.2.1a Auxiliary Boilers and Economiser System
2.0h Engine Room Elevation 2.2.1b Auxiliary Boiler 2.6.1 Main Engine Fuel Oil Service System
2.2.1c Auxiliary Boiler Fuel Oil Service System 2.6.2 Generator Engine Fuel Oil Service System
2.1 Main Engine 2.2.2a Auxiliary Boiler Local Control Panel 2.6.3 Auxiliary Boiler Fuel Oil Service System
2.2.2b KS42-1 Boiler Process Controller 2.6.4 Incinerator Fuel Oil Service System
2.1.1 Main Engine Details 2.2.2c Burner Control Sequence 2.6.5 Emergency Generator Fuel Oil Service System
2.1.2 Engine Control Systems 2.2.3a Auxiliary Boilers and Economiser System 2.6.6 Inert Gas Generator Fuel Oil Service System
2.1.3 Main Engine Manoeuvring Control 2.2.3b AQ-7 Economiser Construction 2.6.7 Gas Combustion Unit Fuel Oil Service System
2.1.4 Main Engine Alarm System 2.2.4a Steam Supply System
2.1.5 Main Engine Oil Mist Detector 2.2.5a Auxiliary Boiler and Economiser Cleaning System
2.1.6 Vibration Dampers
2.1.7 Main Engine Shaft Clutch and Brake
2.1.8 Main Engine Top Bracing System
Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 1 of 22

Produced by: WMT Limited, UK
Email: manuals@wmtmarine.com
CONFIDENTIAL: UNAUTHORISED USE OR DISCLOSURE OF THIS MATERIAL RESULTS IN CIVIL OR CRIMINAL LIABILITIES
Illustrations 2.8.4b Port Stern Tube Lubricating Oil System Illustrations
2.8.4c Forward and Aft Stern Seal Arrangements
2.6.1a Fuel Oil Viscosity - Temperature Graph 2.12.1a Diesel Generator Starting and Group Indicator Alarm
2.8.4d Port Stern Tube Lubricating Oil System With ACU
2.6.1b Starboard Main Engine Fuel Oil Service System Panel
Failure
2.6.1c Port Main Engine Fuel Oil Service System 2.12.1b Diesel Generator Local Group Starter and Jacket Water
2.8.5a Shaft Clutch Hydraulic Circuit Diagram
2.6.2a Starboard Side Generator Engine Fuel Oil Service Control Panels
2.8.6a Lubricating Oil Drains System
System 2.12.2a Emergency Diesel Generator and Battery Charger
2.6.2b Port Side Generator Engine Fuel Oil Service System Control Panels
2.6.3a Auxiliary Boiler Fuel Oil Service System 2.9 Bilge Systems 2.12.2b Emergency Diesel Generator Fuel Oil Service System
2.6.4a Incinerator Fuel Oil Service and Sludge System
2.9.1 Engine Room Bilge System
2.6.5a Emergency Generator Fuel Oil Service System
2.9.2 Forward Bilge System 2.13 Electrical Power Distribution
2.6.6a Inert Gas Generator Fuel Oil Service System
2.9.3 Exhaust Gas Washing Water Collection System
2.6.7a Gas Combustion Unit Fuel Oil Service System 2.13.1 Electrical Equipment
Illustrations 2.13.2 Main Switchboard and Generator Operation
2.7 Fuel Oil and Diesel Oil Transfer Systems 2.13.3 Emergency Switchboard and Generator Operation
2.9.1a Engine Room Bilge System
2.13.4 440V and 220V Distribution Systems
SAMSUNG
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer 2.9.1b Bilge Water Separator Control Panel
2.13.5 Shore Power
System 2.9.2a Forward Bilge System
2.13.6 Main Alternators
2.7.2 Heavy Fuel Oil and Diesel Oil Separating Systems 2.9.3a Exhaust Gas Washing Water Collection System
2.13.7 Emergency Alternator
Illustrations 2.13.8 Preferential Tripping and Sequential Restarting
2.10 Compressed Air Systems 2.13.9 Battery Systems and Uninterruptible Power Supplies
2.7.1a Heavy Fuel Oil and Diesel Oil Filling and Transfer
2.10.1 Starting Air System 2.13.10 Cathodic Protection System
System (i)
2.7.1b Heavy Fuel Oil and Diesel Oil Filling and Transfer 2.10.2 General Service Air System Illustrations
System (ii) 2.10.3 Control Air System
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2.13.1a Main Electrical Network
2.7.2a Heavy Fuel Oil and Diesel Oil Separation System Illustrations 2.13.1b Breaker Identification and Normal Positions
2.7.2b Heavy Fuel Oil Separator Control Panel 2.13.1c HIMAP-BC Generator Protection and Power
2.7.2c Diesel Oil Separation System 2.10.1a Starting Air System
2.10.2a General Service Air System Management Unit
2.10.2b General Service Air Compressor Electronic Control 2.13.2a 6.6kV Main Switchboards Layout
2.8 Lubricating Oil Systems 2.13.2b 6.6kV Main Switchboards Generator, Synchronising
Panel
2.8.1 Lubricating Oil Filling and Transfer System 2.10.3a Control Air System and Bus Tie Panels
2.8.2 Main Engine Lubricating Oil System 2.13.2c 6.6kV Main Switchboard Synchronising Panel
2.8.3 Lubricating Oil Separating Systems 2.13.2d 6.6kV Main Switchboards Bus Tie and Generator
2.11 Steering Gear System Panels
2.8.4 Stern Tube Lubricating Oil System
2.8.5 Shaft Clutch Lubricating Oil and Hydraulic System 2.11.1 Steering Gear 2.13.3a Emergency Generator Switchboard and Local Control
2.8.6 Lubricating Oil Drains System Panels
Illustrations
2.13.4a No.1 440V Main Switchboard Distribution
Illustrations 2.11.1a Steering Gear Hydraulic System 2.13.4b No.2 440V Main Switchboard Distribution
2.8.1a Starboard Side Lubricating Oil Filling and Transfer 2.11.1b Steering Gear Flow Control Charts 2.13.4c No.1 Low Voltage Main Switchboard 220V
System 2.11.1c Steering Gear Local Control Panels Distribution
2.8.1b Port Side Lubricating Oil Filling and Transfer System 2.11.1d Steering Gear Instruction Plate 2.13.4d No.2 Low Voltage Main Switchboard 220V
2.8.2a Starboard Main Engine Lubricating Oil System Distribution
2.8.2b Port Main Engine Lubricating Oil System 2.13.4e No.1 Group Starter Panel Distribution
2.12 Electrical Power Generators
2.8.3a Starboard Side Lubricating Oil Separating System 2.13.4f No.2 Group Starter Panel Distribution
2.8.3b Port Side Lubricating Oil Separating System 2.12.1 Diesel Generators 2.13.4g Local Group Starter Panel Distribution
2.8.3c Starboard Main Engine Lubricating Oil Separating 2.12.2 Emergency Diesel Generator 2.13.4h Emergency Switchboard Distribution
System 2.13.4i High Voltage and Low Voltage Cargo Switchboard
2.8.3d Port Main Engine Lubricating Oil Separating System Distribution
2.8.3e No.1 and No.2 Generator LO Separating System 2.13.5a Shore Connection
2.8.3f No.3 and No.4 Generator LO Separating System 2.13.6a Main Alternator
2.8.4a Starboard Stern Tube Lubricating Oil System 2.13.7a Emergency Alternator

2.13.8a Preferential Tripping 2.16 Gas Combustion Unit 3.3.3a Public Address System
2.13.8b Sequential Restart System 3.3.3b Public Address Remote Controller
2.13.9a Battery Switchboard Illustrations 3.3.4a Battery Telephone
2.13.9b General Service UPS System 2.16a Gas Combustion Unit System
2.13.9c Emergency Generator Start Batteries Charger 2.16b Loaded Voyage With Excess Boil-Off Gas to GCU
2.13.10a Cathodic Protection System Section 4: Emergency Systems
2.16c Waste Gas to GCU During Partial Reliquefaction
2.13.10b Marine Growth Prevention System (MGPS) 2.16d Nitrogen to GCU
2.16e Gas Combustion Unit Starter and Relay Cabinets 4.1 Engine Room and Deck Fire Main Systems
2.14 Accommodation Services 2.16f Gas Combustion Control Cabinet and PLC Controller
Illustrations
2.14.1 Domestic Fresh Water System
4.1a Fire Hydrant System in the Engine Room
2.14.2 Domestic Refrigeration System
4.1b Deck Fire Main System
2.14.3 Accommodation Air Conditioning System Section 3: Main Machinery Control 4.1c Accommodation Fire Main System
2.14.4 Miscellaneous Air Conditioning Units
2.14.5 Sewage Treatment Plant
3.1 Integrated Automation System (IAS)
SAMSUNG
2.14.6 Incinerator and Garbage Disposal 4.2 Local Fire Fighting System
3.1.1 IAS Overview
Illustrations Illustrations
3.1.2 IAS Control Station Operation
2.14.1a Fresh Water Supply System 3.1.3 Extension Alarm System 4.2a Local Water-Based Fire Fighting System
2.14.1b Fresh Water Transfer and Distribution System 4.2b Local Fire Fighting Control Panel (Fire Control
Illustrations
2.14.1c Engine Room Fresh Water System Station)
2.14.2a Domestic Refrigeration System 3.1.1a IAS System 4.2c Local Fire Fighting Control Panels (Bridge and Local)
2.14.2b Domestic Refrigeration Plant Control Panel 3.1.2a IAS Machinery Alarm Auto Repose Screen Shot 4.2d Fire Alarm Control Panel and Menu Tree
2.14.2c Cold and Cool Room Temperature Control Panel 3.1.2b Machinery System Screen Shot
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4.2e Local Fire Fighting Diesel Engine Control Panel
2.14.2d Gas Recovery Equipment 3.1.2c IAS Integrated Keyboard
2.14.3a Accommodation Air Conditioning Plant 3.1.2d Controller Faceplate
2.14.3b Air Handling Unit and Air Conditioning Compressor 3.1 3a IAS Extension Alarm Panel 4.3 Quick-Closing Valves, Fire Dampers and Emergency Stops
Starter Panels 3.1 3b Extension Alarm Panel Screen Shot
2.14.3c Compressor Unisab II Control Panel Illustrations
2.14.4a Package Air Conditioning Temperature Controller 4.3a Quick-Closing Valves and Fire Dampers
3.2 Engine Control Room and Console
2.14.5a Sewage Treatment System
2.14.5b Sewage Treatment Plant 3.2.1 Engine Control Room Overview
4.4 NOVEC 1230 Fire Extinguishing System
2.14.5c Sewage Treatment Plant Control Panels Illustrations
2.14.6a Incinerator Fuel Oil Service and Sludge System Illustrations
2.14.6b Incinerator Control Panels 3.2.1a Arrangement of Engine Control Room
2.14.6c Incinerator Process Diagram 3.2.1b Engine Control Room Console 4.4a NOVEC 1230 Fire Suppression System
4.4b NOVEC 1230 Fire Extinguishing Typical System
3.3 Communications 4.4c NOVEC 1230 Local Release Cabinet
2.15 Inert Gas Generator
3.3.1 Automatic Telephone System
Illustrations 3.3.2 Deck and Machinery Talk-back System 4.5 High Expansion Foam System
2.15a Inert Gas System in the Engine Room 3.3.3 Public Address System
Illustrations
2.15b Inert Gas Generator Control Panel 3.3.4 Battery Telephone System
2.15c Inert Gas Generator Water Chiller Control Panel 4.5a Engine Room High Expansion Foam System
Illustrations
2.15d Inert Gas Generator Regenerative Dryer Control Panel 4.5b Deck Fire Main and High Expansion Foam Sea Water
2.15e Inert Gas Generator Sea Water System 3.3.1a Automatic Telephone Exchange Supply Pump
2.15f Inert Gas Generator Fuel Oil Service System 3.3.1b Shore Connection System 4.5c High Expansion Foam Control Panel (Fire Station)
3.3.1c SeaTechnik Hotphone
3.3.2a Deck Talk-back System
3.3.2b Deck Talk-back Control Panel
3.3.2c Machinery Talk-back System

4.6 Main Engine Scavenge Space CO2 Fire Extinguishing System 4.9 Lifesaving Equipment and Escape Routes
Illustration Illustrations
4.6a Main Engine Scavenge Space CO2 Fire Extinguishing 4.9a Lifesaving Equipment Symbols
System 4.9b Lifesaving Equipment and Escape Routes - Engine
Room Floor Plan
4.9c Lifesaving Equipment and Escape Routes - Engine
4.7 Fire Detection System
Room 4th Deck
Illustrations 4.9d Lifesaving Equipment and Escape Routes - Engine
Room 3rd Deck
4.7a Fire Detection System Architecture 4.9e Lifesaving Equipment and Escape Routes - Engine
4.7b Fire Detection Panel Room 2nd Deck
4.7c Fire Detection Symbols 4.9f Lifesaving Equipment and Escape Routes - Upper
4.7d Fire Detection and Alarm Equipment - Engine Room Deck
Floor Plan 4.9g Lifesaving Equipment and Escape Routes - Side
SAMSUNG
4.7e Fire Detection and Alarm Equipment - Engine Room Elevation
4th Deck 4.9h Lifesaving Equipment and Escape Routes - A Deck
4.7f Fire Detection and Alarm Equipment - Engine Room 4.9i Lifesaving Equipment and Escape Routes - B Deck
3rd Deck 4.9j Lifesaving Equipment and Escape Routes - C Deck
4.7g Fire Detection and Alarm Equipment - Engine Room 4.9k Lifesaving Equipment and Escape Routes - D Deck
2nd Deck 4.9l Lifesaving Equipment and Escape Routes - Navigation
4.7h Fire Detection and Alarm Equipment - Cargo Deck
Machinery/Electric Motor Room
4.7i Fire Detection Equipment - A Deck 4.10 Engine Room Atmospheric Oil Mist Detection System
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4.7j Fire Detection Equipment - B Deck
Illustration
4.7k Fire Detection Equipment - C Deck
4.7l Fire Detection Equipment - D Deck 4.10a Engine Room Oil Mist Detection System Screen Shot
4.7m Fire Detection Equipment - Navigation Deck
Section 5: Emergency Procedures
4.8 Fire Fighting Equipment
5.1 Flooding in the Engine Room
Illustrations 5.2 Emergency Operation of the Main Engines
4.8a Fire Fighting Equipment Symbols 5.3 Emergency Steering
4.8b Fire Fighting Equipment - Engine Room Floor Plan 5.4 Emergency Fire Pump Operation
4.8c Fire Fighting Equipment - Engine Room 4th Deck 5.5 Fire in the Engine Room
4.8d Fire Fighting Equipment - Engine Room 3rd Deck Illustrations
4.8e Fire Fighting Equipment - Engine Room 2nd Deck
4.8f Fire Fighting Equipment - Side Elevation 5.1a Bilge, Fire and GS Pump Emergency Bilge System
4.8g Fire Fighting Equipment - Cargo Machinery/Electric 5.1b Emergency Bilge Suction
Motor Room 5.2a Main Engine Local Control Panel
4.8h Fire Fighting Equipment - Accommodation Upper 5.3a Emergency Steering
Deck 5.4a Emergency Fire Pump and Deck Fire Main System
4.8i Fire Fighting Equipment - Upper Deck
4.8j Fire Fighting Equipment - A Deck
4.8k Fire Fighting Equipment - B Deck
4.8l Fire Fighting Equipment - C Deck
4.8m Fire Fighting Equipment - D Deck
4.8n Fire Fighting Equipment - Navigation Deck

Issue and Update Control This manual was produced by: Item Issue 1 Issue 2 Issue 3
1.1 To Bring Vessel into a Live Condition Dec 2009
This manual is provided with a system of issue and update control.
WORLDWIDE MARINE TECHNOLOGY LTD. 1.2 To Prepare Main Plant for Operation Dec 2009
1.3 To Prepare Main Plant for Manoeuvring from ‘In Port’ Dec 2009
Controlling documents ensures that: Condition
For any new issue or update contact: 1.4 To Change Main Plant from Manoeuvring to Full Dec 2009
Away
• Documents conform to a standard format;
The Technical Director 1.5 To Prepare for UMS Operation Dec 2009
• Amendments are carried out by relevant personnel; Dee House 1.6 To Change from UMS to Manned Operation Dec 2009
Zone 2 1.7 To Change Main Plant from Full away to Manoeuvring

Condition
Dec 2009
• Each document or update to a document is approved before Parkway 1.8 To Secure Main Plant at Finished With Engines Dec 2009
issue; Deeside Industrial Park 1.9 To Secure Main Plant for Dry Dock Dec 2009
• A history of updates is maintained;

CH5 2NS Illustrations
UK 2.0a Engine Room Double Bottom Tanks Dec 2009
SAMSUNG
2.0b Engine Room Floor Plan Dec 2009
• Updates are issued to all registered holders of documents;
2.0c Engine Room 4th Deck Plan Dec 2009
E-Mail: manuals@wmtmarine.com 2.0d Engine Room 3rd Deck Plan Dec 2009
• Sections are removed from circulation when obsolete.
2.0e Engine Room 2nd Deck Plan Dec 2009
2.0f Engine Room Upper, A , B, C and D Deck Plan Dec 2009
Document control is achieved by the use of the footer provided on every page
2.0g Engine Room Cross-Section Dec 2009
and the issue and update table below.
2.0h Engine Room Elevation Dec 2009
Text
In the right-hand corner of each footer are details of the pages section number
2.1 Main Engine Dec 2009
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and title followed by the page number of the section. In the left-hand corner of
2.1.1 Main Engine Details Dec 2009
each footer is the issue number.
2.1.2 Engine Control Systems Dec 2009
Details of each section are given in the first column of the issue and update 2.1.3 Main Engine Manoeuvring Control Dec 2009
control table. The table thus forms a matrix into which the dates of issue of the 2.1.4 Main Engine Alarm System Dec 2009
original document and any subsequent updated sections are located. 2.1.5 Main Engine Oil Mist Detector Dec 2009
2.1.6 Vibration Dampers Dec 2009
The information and guidance contained herein is produced for the assistance 2.1.7 Main Engine Shaft Clutch and Brake Dec 2009
of certificated officers who by virtue of such certification are deemed 2.1.8 Main Engine Top Bracing System Dec 2009
competent to operate the vessel to which such information and guidance refers. Illustrations
Any conflict arising between the information and guidance provided herein and 2.1.1a Main Engine Dec 2009
the professional judgement of such competent officers must be immediately 2.1.1b Main Engine Hydraulic Oil System Dec 2009
resolved by reference to the company’s Technical Operations Office. 2.1.1c Starboard Main Engine Fuel Oil Service System Dec 2009
2.1.1d Port Main Engine Fuel Oil Service System Dec 2009
2.1.2a Main Engine Control System Dec 2009
2.1.2b Main Operating Panel Alarm List Screen Shot Dec 2009
2.1.2c Main Operating Panel Operation Screen Shot Dec 2009
2.1.2d Main Operating Panel Status Screen Shot Dec 2009
2.1.2e Main Operating Panel Process Information Screen Dec 2009
Shot
2.1.2f Cylinder Load/Pressure Screen Shots Dec 2009
2.1.2g Hydraulic Pump and Scavenge Air Screen Shots Dec 2009
2.1.3a Manoeuvring Control System Architecture Dec 2009
2.1.3b Mode Control Panel Dec 2009
2.1.3c Main Engine Manoeuvring Control (Bridge) Dec 2009
2.1.3d Main Engine Manoeuvring Control (Engine Control Dec 2009
Room)

Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3 Item Issue 1 Issue 2 Issue 3
2.1.3e Main Engine Local Operating Panel Dec 2009 2.4.2b Deck Fire Main System Dec 2009 2.8.1 Lubricating Oil Filling and Transfer System Dec 2009
2.1.4a Main Engine Overview Screen Shot Dec 2009 2.4.3a Fresh Water Generator System Dec 2009 2.8.2 Main Engine Lubricating Oil System Dec 2009
2.1.4b Main Engine Exhaust Gas Temperature Screen Shot Dec 2009 Text 2.8.3 Lubricating Oil Separating Systems Dec 2009
2.1.5a Oil Mist Detector Control Panel Dec 2009 2.5 Fresh Water Cooling Systems Dec 2009 2.8.4 Stern Tube Lubricating Oil System Dec 2009
2.1.5b Oil Mist Detector Menu Tree 1 Dec 2009 2.5.1 Main Engine Jacket Cooling Fresh Water System Dec 2009 2.8.5 Shaft Clutch Lubricating Oil and Hydraulic System Dec 2009
2.1.5c Oil Mist Detector Menu Tree 2 Dec 2009 2.5.2 Central Fresh Water Cooling System Dec 2009 2.8.6 Lubricating Oil Drains System Dec 2009
2.1.5d Oil Mist Detector Menu Tree 3 Dec 2009 2.5.3 Reliquefaction Plant Fresh Water Cooling System Dec 2009 Illustrations
2.1.5e Oil Mist Detector Menu Tree 4 Dec 2009 Illustrations 2.8.1a Starboard Side Lubricating Oil Filling and Transfer Dec 2009
2.1.7a Main Engine Shaft Clutch Hydraulic Circuit Diagram Dec 2009 2.5.1a Main Engine High Temperature Fresh Water Cooling Dec 2009 System
2.1.7b Main Engine Shaft Clutch Dec 2009 Systems 2.8.1b Port Side Lubricating Oil Filling and Transfer System Dec 2009
Text 2.5.2a Starboard Central Fresh Water Cooling System Dec 2009 2.8.2a Starboard Main Engine Lubricating Oil System Dec 2009
2.2 Boilers and Steam Systems Dec 2009 2.5.2b Port Central Fresh Water Cooling System Dec 2009 2.8.2b Port Main Engine Lubricating Oil System Dec 2009
2.2.1 General Description Dec 2009 2.5.3a Reliquefaction Plant Fresh Water Cooling System Dec 2009 2.8.3a Starboard Side Lubricating Oil Separating System Dec 2009
Text
SAMSUNG
2.2.2 Boiler Control Systems Dec 2009 2.8.3b Port Side Lubricating Oil Separating System Dec 2009
2.2.3 Economiser Dec 2009 2.6 Fuel Oil and Diesel Oil Service Systems Dec 2009 2.8.3c Starboard Main Engine Lubricating Oil Separating Dec 2009
2.6.1 Main Engine Fuel Oil Service System Dec 2009 System
2.2.4 Steam System Dec 2009
2.6.2 Generator Engine Fuel Oil Service System Dec 2009 2.8.3d Port Main Engine Lubricating Oil Separating System Dec 2009
2.2.5 Auxiliary Boiler and Economiser Cleaning Dec 2009
2.6.3 Auxiliary Boiler Fuel Oil Service System Dec 2009 2.8.3e No.1 and No.2 Generator LO Separating System Dec 2009
Illustrations
2.6.4 Incinerator Fuel Oil Service System Dec 2009 2.8.3f No.3 and No.4 Generator LO Separating System Dec 2009
2.2.1a Auxiliary Boilers and Economiser System Dec 2009
2.6.5 Emergency Generator Fuel Oil Service System Dec 2009 2.8.4a Starboard Stern Tube Lubricating Oil System Dec 2009
2.2.1b Auxiliary Boiler Dec 2009
2.6.6 Inert Gas Generator Fuel Oil Service System Dec 2009 2.8.4b Port Stern Tube Lubricating Oil System Dec 2009
2.2.1c Auxiliary Boiler Fuel Oil Service System Dec 2009
2.6.7 Gas Combustion Unit Fuel Oil Service System Dec 2009 2.8.4c Forward and Aft Stern Seal Arrangements Dec 2009
2.2.2a Auxiliary Boiler Local Control Panel Dec 2009
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Illustrations 2.8.4d Port Stern Tube Lubricating Oil System With ACU Dec 2009
2.2.2b KS42-1 Boiler Process Controller Dec 2009 Failure
2.2.2c Burner Control Sequence Dec 2009 2.6.1a Fuel Oil Viscosity - Temperature Graph Dec 2009
2.8.5a Shaft Clutch Hydraulic Circuit Diagram Dec 2009
2.2.3a Auxiliary Boilers and Economiser System Dec 2009 2.6.1b Starboard Main Engine Fuel Oil Service System Dec 2009
2.8.6a Lubricating Oil Drains System Dec 2009
2.2.3b AQ-7 Economiser Construction Dec 2009 2.6.1c Port Main Engine Fuel Oil Service System Dec 2009
Text
2.2.4a Steam Supply System Dec 2009 2.6.2a Starboard Side Generator Engine Fuel Oil Service Dec 2009
System 2.9 Bilge Systems Dec 2009
2.2.5a Auxiliary Boiler and Economiser Cleaning System Dec 2009 2.9.1 Engine Room Bilge System Dec 2009
2.6.2b Port Side Generator Engine Fuel Oil Service System Dec 2009
Text 2.9.2 Forward Bilge System Dec 2009
2.6.3a Auxiliary Boiler Fuel Oil Service System Dec 2009
2.3 Condensate and Feed Systems Dec 2009 2.9.3 Exhaust Gas Washing Water Collection System Dec 2009
2.6.4a Incinerator Fuel Oil Service and Sludge System Dec 2009
2.3.1 Condensate and Drains System Dec 2009 Illustrations
2.6.5a Emergency Generator Fuel Oil Service System Dec 2009
2.3.2 Boiler Feed Water System Dec 2009 2.9.1a Engine Room Bilge System Dec 2009
2.6.6a Inert Gas Generator Fuel Oil Service System Dec 2009
2.3.3 Water Sampling and Treatment System Dec 2009 2.9.1b Bilge Water Separator Control Panel Dec 2009
2.6.7a Gas Combustion Unit Fuel Oil Service System Dec 2009
2.3.4 Distilled Water Transfer and Distribution Dec 2009 2.9.2a Forward Bilge System Dec 2009
Text
Illustrations 2.9.3a Exhaust Gas Washing Water Collection System Dec 2009
2.7 Fuel Oil and Diesel Oil Transfer Systems Dec 2009
2.3.1a Condensate and Drains System Dec 2009 Text
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer Dec 2009
2.3.2a Boiler Feed Water System Dec 2009 System 2.10 Compressed Air Systems Dec 2009
2.3.3a Chemical Dosing Pump Control Panel Dec 2009 2.7.2 Heavy Fuel Oil and Diesel Oil Separating Systems Dec 2009 2.10.1 Starting Air System Dec 2009
2.3.4a Distilled Water Transfer and Distribution System Dec 2009 Illustrations 2.10.2 General Service Air System Dec 2009
Text 2.7.1a Heavy Fuel Oil and Diesel Oil Filling and Transfer Dec 2009 2.10.3 Control Air System Dec 2009
2.4 Sea Water Systems Dec 2009 System (i) Illustrations
2.4.1 Main Sea Water Systems Dec 2009 2.7.1b Heavy Fuel Oil and Diesel Oil Filling and Transfer Dec 2009 2.10.1a Starting Air System Dec 2009
System (ii)
2.4.2 Sea Water General Service System Dec 2009 2.10.2a General Service Air System Dec 2009
2.7.2a Heavy Fuel Oil and Diesel Oil Separation System Dec 2009
2.4.3 Fresh Water Generators Dec 2009 2.10.2b General Service Air Compressor Electronic Control Dec 2009
2.7.2b Heavy Fuel Oil Separator Control Panel Dec 2009 Panel
Illustrations
2.7.2c Diesel Oil Separation System Dec 2009 2.10.3a Control Air System Dec 2009
2.4.1a Main Sea Water Cooling System Dec 2009
Text
2.4.2a General Service Sea Water System Dec 2009
2.8 Lubricating Oil Systems Dec 2009

Text Dec 2009 2.13.4d No.2 Low Voltage Main Switchboard 220V Dec 2009 Illustrations
2.11 Steering Gear System Dec 2009 Distribution 2.15a Inert Gas System in the Engine Room Dec 2009
2.11.1 Steering Gear Dec 2009 2.13.4e No.1 Group Starter Panel Distribution Dec 2009 2.15b Inert Gas Generator Control Panel Dec 2009
Illustrations 2.13.4f No.2 Group Starter Panel Distribution Dec 2009 2.15c Inert Gas Generator Water Chiller Control Panel Dec 2009
2.11.1a Steering Gear Hydraulic System Dec 2009 2.13.4g Local Group Starter Panel Distribution Dec 2009 2.15d Inert Gas Generator Regenerative Dryer Control Panel Dec 2009
2.11.1b Steering Gear Flow Control Charts Dec 2009 2.13.4h Emergency Switchboard Distribution Dec 2009 2.15e Inert Gas Generator Sea Water System Dec 2009
2.11.1c Steering Gear Local Control Panels Dec 2009 2.13.4i High Voltage and Low Voltage Cargo Switchboard Dec 2009 2.15f Inert Gas Generator Fuel Oil Service System Dec 2009
Distribution
2.11.1d Steering Gear Instruction Plate Dec 2009 Text
2.13.5a Shore Connection Dec 2009
Text 2.16 Gas Combustion Unit Dec 2009
2.13.6a Main Alternator Dec 2009
2.12 Electrical Power Generators Dec 2009 Illustrations
2.13.7a Emergency Alternator Dec 2009
2.12.1 Diesel Generators Dec 2009 2.16a Gas Combustion Unit System Dec 2009
2.13.8a Preferential Tripping Dec 2009
2.12.2 Emergency Diesel Generator Dec 2009 2.16b Loaded Voyage With Excess Boil-Off Gas to GCU Dec 2009
2.13.8b Sequential Restart System Dec 2009
Illustrations 2.16c Waste Gas to GCU During Partial Reliquefaction Dec 2009
2.13.9a Battery Switchboard Dec 2009
SAMSUNG
2.12.1a Diesel Generator Starting and Group Indicator Dec 2009 2.16d Nitrogen to GCU Dec 2009
AlarmPanel 2.13.9b General Service UPS System Dec 2009
2.16e Gas Combustion Unit Starter and Relay Cabinets Dec 2009
2.12.1b Diesel Generator Local Group Starter and Jacket Water Dec 2009 2.13.9c Emergency Generator Start Batteries Charger Dec 2009
2.16f Gas Combustion Control Cabinet and PLC Controller Dec 2009
Control Panels 2.13.10a Cathodic Protection System Dec 2009
Text
2.12.2a Emergency Diesel Generator and Battery Charger Dec 2009 2.13.10b Marine Growth Prevention System (MGPS) Dec 2009
Control Panels 3.1 Integrated Automation System (IAS) Dec 2009
Text
2.12.2b Emergency Diesel Generator Fuel Oil Service System Dec 2009 3.1.1 IAS Overview Dec 2009
2.14 Accommodation Services Dec 2009
Text 3.1.2 IAS Control Station Operation Dec 2009
2.14.1 Domestic Fresh Water System Dec 2009
2.13 Electrical Power Distribution Dec 2009 3.1.3 Extension Alarm System Dec 2009
2.14.2 Domestic Refrigeration System Dec 2009
2.13.1 Electrical Equipment Dec 2009 Illustrations
QGTC
2.14.3 Accommodation Air Conditioning System Dec 2009
2.13.2 Main Switchboard and Generator Operation Dec 2009 3.1.1a IAS System Dec 2009
2.14.4 Miscellaneous Air Conditioning Units Dec 2009
2.13.3 Emergency Switchboard and Generator Operation Dec 2009 3.1.2a IAS Machinery Alarm Auto Repose Screen Shot Dec 2009
2.14.5 Sewage Treatment Plant Dec 2009
2.13.4 440V and 220V Distribution Systems Dec 2009 3.1.2b Machinery System Screen Shot Dec 2009
2.14.6 Incinerator and Garbage Disposal Dec 2009
2.13.5 Shore Power Dec 2009 3.1.2c IAS Integrated Keyboard Dec 2009
Illustrations
2.13.6 Main Alternators Dec 2009 3.1.2d Controller Faceplate Dec 2009
2.14.1a Fresh Water Supply System Dec 2009
2.13.7 Emergency Alternator Dec 2009 3.1 3a IAS Extension Alarm Panel Dec 2009
2.14.1b Fresh Water Transfer and Distribution System Dec 2009
2.13.8 Preferential Tripping and Sequential Restarting Dec 2009 3.1 3b Extension Alarm Panel Screen Shot Dec 2009
2.14.1c Engine Room Fresh Water System Dec 2009
2.13.9 Battery Systems and Uninterruptible Power Supplies Dec 2009 Text
2.14.2a Domestic Refrigeration System Dec 2009
2.13.10 Cathodic Protection System Dec 2009 3.2 Engine Control Room and Console Dec 2009
2.14.2b Domestic Refrigeration Plant Control Panel Dec 2009
Illustrations 3.2.1 Engine Control Room Overview Dec 2009
2.14.2c Cold and Cool Room Temperature Control Panel Dec 2009
2.13.1a Main Electrical Network Dec 2009 Illustrations
2.14.2d Gas Recovery Equipment Dec 2009
2.13.1b Breaker Identification and Normal Positions Dec 2009 3.2.1a Arrangement of Engine Control Room Dec 2009
2.14.3a Accommodation Air Conditioning Plant Dec 2009
2.13.1c HIMAP-BC Generator Protection and Power Dec 2009 3.2.1b Engine Control Room Console Dec 2009
2.14.3b Air Handling Unit and Air Conditioning Compressor Dec 2009
Management Unit Starter Panels Text
2.13.2a 6.6kV Main Switchboards Layout Dec 2009 2.14.3c Compressor Unisab II Control Panel Dec 2009 3.3 Communications Dec 2009
2.13.2b 6.6kV Main Switchboards Generator, Synchronising Dec 2009 2.14.4a Package Air Conditioning Temperature Controller Dec 2009 3.3.1 Automatic Telephone System Dec 2009
and Bus Tie Panels
2.14.5a Sewage Treatment System Dec 2009 3.3.2 Deck and Machinery Talk-back System Dec 2009
2.13.2c 6.6kV Main Switchboard Synchronising Panel Dec 2009
2.14.5b Sewage Treatment Plant Dec 2009 3.3.3 Public Address System Dec 2009
2.13.2d 6.6kV Main Switchboards Bus Tie and Generator Dec 2009
Panels 2.14.5c Sewage Treatment Plant Control Panels Dec 2009 3.3.4 Battery Telephone System Dec 2009
2.13.3a Emergency Generator Switchboard and Local Control Dec 2009 2.14.6a Incinerator Fuel Oil Service and Sludge System Dec 2009 Illustrations
Panels 2.14.6b Incinerator Control Panels Dec 2009 3.3.1a Automatic Telephone Exchange Dec 2009
2.13.4a No.1 440V Main Switchboard Distribution Dec 2009 2.14.6c Incinerator Process Diagram Dec 2009 3.3.1b Shore Connection System Dec 2009
2.13.4b No.2 440V Main Switchboard Distribution Dec 2009 Text 3.3.1c SeaTechnik Hotphone Dec 2009
2.13.4c No.1 Low Voltage Main Switchboard 220V Dec 2009 2.15 Inert Gas Generator Dec 2009 3.3.2a Deck Talk-back System Dec 2009
Distribution 3.3.2b Deck Talk-back Control Panel Dec 2009

3.3.2c Machinery Talk-back System Dec 2009 4.7d Fire Detection and Alarm Equipment - Engine Room Dec 2009 4.9i Lifesaving Equipment and Escape Routes - B Deck Dec 2009
3.3.3a Public Address System Dec 2009 Floor Plan 4.9j Lifesaving Equipment and Escape Routes - C Deck Dec 2009
3.3.3b Public Address Remote Controller Dec 2009 4.7e Fire Detection and Alarm Equipment - Engine Room Dec 2009 4.9k Lifesaving Equipment and Escape Routes - D Deck Dec 2009
4th Deck
3.3.4a Battery Telephone Dec 2009 4.9l Lifesaving Equipment and Escape Routes - Navigation Dec 2009
4.7f Fire Detection and Alarm Equipment - Engine Room Dec 2009 Deck
Text 3rd Deck
4.1 Engine Room and Deck Fire Main Systems Dec 2009 Text
4.7g Fire Detection and Alarm Equipment - Engine Room Dec 2009
Illustrations 2nd Deck 4.10 Engine Room Atmospheric Oil Mist Detection Dec 2009
System
4.1a Fire Hydrant System in the Engine Room Dec 2009 4.7h Fire Detection and Alarm Equipment - Cargo Dec 2009
Machinery/Electric Motor Room Illustration
4.1b Deck Fire Main System Dec 2009
4.7i Fire Detection Equipment - A Deck Dec 2009 4.10a Engine Room Oil Mist Detection System Screen Shot Dec 2009
4.1c Accommodation Fire Main System Dec 2009
4.7j Fire Detection Equipment - B Deck Dec 2009 Text
Text
4.7k Fire Detection Equipment - C Deck Dec 2009 5.1 Flooding in the Engine Room Dec 2009
4.2 Local Fire Fighting System Dec 2009
4.7l Fire Detection Equipment - D Deck Dec 2009 5.2 Emergency Operation of the Main Engines Dec 2009
Illustrations
4.7m Fire Detection Equipment - Navigation Deck Dec 2009 5.3 Emergency Steering Dec 2009
SAMSUNG
4.2a Local Water-Based Fire Fighting System Dec 2009
Text 5.4 Emergency Fire Pump Operation Dec 2009
4.2b Local Fire Fighting Control Panel (Fire Control Dec 2009
Station) 4.8 Fire Fighting Equipment Dec 2009 5.5 Fire in the Engine Room Dec 2009
4.2c Local Fire Fighting Control Panels (Bridge and Local) Dec 2009 Illustrations Illustrations
4.2d Fire Alarm Control Panel and Menu Tree Dec 2009 4.8a Fire Fighting Equipment Symbols Dec 2009 5.1a Bilge, Fire and GS Pump Emergency Bilge System Dec 2009
4.2e Local Fire Fighting Diesel Engine Control Panel Dec 2009 4.8b Fire Fighting Equipment - Engine Room Floor Plan Dec 2009 5.1b Emergency Bilge Suction Dec 2009
Text 4.8c Fire Fighting Equipment - Engine Room 4th Deck Dec 2009 5.2a Main Engine Local Control Panel Dec 2009
4.3 Quick-Closing Valves, Fire Dampers and Dec 2009 4.8d Fire Fighting Equipment - Engine Room 3rd Deck Dec 2009 5.3a Emergency Steering Dec 2009
Emergency Stops 4.8e Fire Fighting Equipment - Engine Room 2nd Deck Dec 2009 5.4a Emergency Fire Pump and Deck Fire Main System Dec 2009
QGTC
Illustrations 4.8f Fire Fighting Equipment - Side Elevation Dec 2009
4.3a Quick-Closing Valves and Fire Dampers Dec 2009 4.8g Fire Fighting Equipment - Cargo Machinery/Electric Dec 2009
Text Motor Room
4.4 NOVEC 1230 Fire Extinguishing System Dec 2009 4.8h Fire Fighting Equipment - Accommodation Upper Dec 2009
Deck
Illustrations
4.8i Fire Fighting Equipment - Upper Deck Dec 2009
4.4a NOVEC 1230 Fire Suppression System Dec 2009
4.8j Fire Fighting Equipment - A Deck Dec 2009
4.4b NOVEC 1230 Fire Extinguishing Typical System Dec 2009
4.8k Fire Fighting Equipment - B Deck Dec 2009
4.4c NOVEC 1230 Local Release Cabinet Dec 2009
4.8l Fire Fighting Equipment - C Deck Dec 2009
Text
4.8m Fire Fighting Equipment - D Deck Dec 2009
4.5 High Expansion Foam System Dec 2009
4.8n Fire Fighting Equipment - Navigation Deck Dec 2009
Illustrations
Text
4.5a Engine Room High Expansion Foam System Dec 2009
4.9 Lifesaving Equipment and Escape Routes Dec 2009
4.5b Deck Fire Main and High Expansion Foam Sea Water Dec 2009
Supply Pump Illustrations
4.5c High Expansion Foam Control Panel (Fire Station) Dec 2009 4.9a Lifesaving Equipment Symbols Dec 2009
Text 4.9b Lifesaving Equipment and Escape Routes - Engine Dec 2009
Room Floor Plan
4.6 Main Engine Scavenge Space CO2 Fire Dec 2009
Extinguishing System 4.9c Lifesaving Equipment and Escape Routes - Engine Dec 2009
Room 4th Deck
Illustration
4.9d Lifesaving Equipment and Escape Routes - Engine Dec 2009
4.6a Main Engine Scavenge Space CO2 Fire Extinguishing Dec 2009 Room 3rd Deck
System
4.9e Lifesaving Equipment and Escape Routes - Engine Dec 2009
Text Room 2nd Deck
4.7 Fire Detection System Dec 2009 4.9f Lifesaving Equipment and Escape Routes - Upper Dec 2009
Illustrations Deck
4.7a Fire Detection System Architecture Dec 2009 4.9g Lifesaving Equipment and Escape Routes - Side Dec 2009
4.7b Fire Detection Panel Dec 2009 Elevation
4.7c Fire Detection Symbols Dec 2009 4.9h Lifesaving Equipment and Escape Routes - A Deck Dec 2009

Cargo and Machinery Symbols and Colour Scheme
Globe Valve Storm Valve with Handle Mud Box Orifice Flexible Hose Joint Spring
LNG Liquid*
Angle Globe Valve Storm Valve without Handle Simplex Water Strainer Overboard Discharge Centrifugal Pump Float
LNG Vapour*
Nitrogen*
Gate Valve 2-Way Cock Discharge/Drain Gear or Screw Type Pump Weight
Inert Gas* Duplex Water Strainer
Gas Line* Butterfly Valve 3-Way Cock (L Port) Observation Glass Piston Pump Not Connected
Crossing Pipe
Stripping* and Spray Line
Screw-Down Non-Return 3-Way Cock (T Port) Separator Sight Glass Diaphragm Pump Connected Crossing Pipe
Steam
Valve
SAMSUNG
Sea Water*
Non-Return Valve 3-Way Cock (T Port) Air Filter / Regulator Flow Meter Hand Pump T Pipe
Ballast Water
Hydraulic Oil* Swing Check Valve Ball Valve Drain Trap (Disc) Suction Bellmouth Ejector (Eductor Injector)
Fresh* / Distillate /
Technical / Potable Water
Swing Check Valve (Flap) 3-Way Ball Valve (L Port) Drain Trap (Ball Float) HB Fire Hose Box Hydraulic Control
Condensate*
Feed Water
QGTC
Safety / Relief Valve 3-Way Ball Valve (T Port) Y-Type Strainer HR Fire Hose Reel Hydraulic Control (Air)
Fire/Deck Water
CO2 Piping
Safety / Relief Valve Ball Float Valve Hopper without Cover FB Foam Box Diaphragm Membrane
Marine Diesel Oil*
Heavy Fuel Oil* Safety / Relief Valve (Flap) Quick-Closing Valve Hopper with Cover Horn Diaphragm Membrane
with Positioner
Lubricating Oil*
Self-Closing Spring Valve Quick-Opening Valve Scupper Liquid Level Gauge M Electric Motor Driven
Compressed Air*
(Flat Glass)
Bilges*
Regulating Valve Remote Operated Valve Scupper with Water Seal Liquid Level Gauge A Air Motor Driven
Waste Oil (Glass)
Sewage Discharge
Hose Valve Ball Float Check Valve Air Vent Pipe Spool Piece S Solenoid Driven
Refrigeration
Glycol Water Line* Pressure Reducing Valve Back-flow Preventer Air Vent Pipe with Deck Stand W Wax Driven
Air Pipe Head
Electrical Signal
Instrumentation Breather Valve 3-Way Soil Branch Valve Air Vent Pipe with Air Pipe Spectacle Flange Hand Operated
Head (Flame Screen) ( Open, Shut)
LNG Condensate
Needle Valve Flow Regulating Valve Sounding Head Tank Penetration Hand Operated
Waste Gas
with Self-Closing Device (Locked Close)
Foot Valve Rose Box Sounding Head Blind (Blank) Flange Hand Operated
with Cap/Filling Cap (Locked Open)

Electrical and Instrumentation Symbols
6600V AC Making Contact

Rectifier Equipment DP Differential Pressure VI Vacuum Indication
Auxiliary
Relay DPS Differential Pressure Switch VX Vacuum Transmitter
Contact DPX Differential Pressure Transmitter VR Viscosity Indication
440V AC Earth Breaking DPI Differential Pressure Indicator VC Viscosity Controller
DIS Displacer VAH Viscosity Alarm (High)
EM Electromagnetic Flow Meter VAL Viscosity Alarm (Low)
220V AC Transformer Making Contact FA Flow Alarm
With Time FC Flow Controller
Limit in FX Flow Transmitter Function is Locally
Closing XXX
P Direct On-line ZBK Zener Barrier Box FI Flow Indication Available
Breaking
Motor Starter (with UVP) FS Flow Switch
FCO Flow Counter XXX Functions are Available
R Direct On-line BZ FLG Float Type Level Gauge XXXX in Control Room
Buzzer Making Contact
Motor Starter (with UVR) With Time HY Hydrazine Detector/Meter
SAMSUNG
Limit in H2O Hydrometer
S Opening LAH Level Alarm (High) XXX Functions are Available
AT R Auto Transformer Starter Solenoid Valve Breaking XXXX on a Local Panel
LAL Level Alarm (Low)
LC Level Controller
LCG Local Content Gauge H
Soft Starter Trip Automatic Trip Making Contact LI Level Indication XXX Letters outside the circle
SFT
Flicker LR Level Recorder XXXX of an instrument symbol
Relay L indicate whether high (H),
VCS LS Level Switch/Limit Switch
200A Vacuum Contact Switch Breaking MS Microswitch high-high (HH), low (L)
Overcurrent Relay
with Fuse or low-low (LL) function
PAH Pressure Alarm (High)
is involved
PAL Pressure Alarm (Low)
QGTC
O = Open
Gas Circuit-Breaker Pushbutton Switch PAHLI Pressure Alarm High/Low Indicator C = Closed
Normally Open Switch
GCB (Draw-out Type) (Alternative) PX Pressure Transmitter
PC Pressure Controller
Air Circuit-Breaker PR Pressure Recorder
Normally Closed Switch
(Draw-out Type) PI Pressure Indication
PS Pressure Switch
Air Circuit-Breaker PD Pressure Displacement Meter
(Fixed Type) 10A Fuse PH PH Detector/Meter
RI RPM Indicator
RCO RPM Counter
Moulded Case
RL Indicator Lamp RX Revolution Transmitter
Circuit-Breaker
RC Revolution Controller
DS SA Salinity Alarm
Disconnecting Switch Variable Resistor SI Salinity Indication
SX Salinity Transmitter
SM Smoke Indication
Resistor
DG Diesel Generator SMX Smoke Transmitter
TR Temperature Recorder
TC Temperature Control
Emergency Stop
EG Emergency Generator Pushbutton Box TI Temperature Indication
TAH Temperature Alarm (High)
TAL Temperature Alarm (Low)
Pushbutton TAHLI Temperature Alarm High/Low Indicator
Inverter (Start/Stop/Running) TS Temperature Switch
TH Turbine Meter
Pushbutton (Start/Stop) TM Torque Meter
Battery
VA Vacuum Alarm
Pushbutton Switch
Battery Charger (Rectifier) (Alternative)

Principal Machinery Particulars Shaft Clutch Boiler Water Circulation Pumps
Manufacturer: Renk Manufacturer: Shinko Industries
Main Engine Details No. of sets: 2 No. of sets: 4
Manufacturer: Doosan Model: PSC-225 Model: BT50-4
Model: 7S70ME-C
No. of engines: 2 Shaft Brake Dump Condenser / Drain Cooler
Type: Electronically-controlled, two-stroke, single-acting, Manufacturer: Dellner Manufacturer: DongHwa Entec
direct reversible, crosshead diesel engine operating
on uniflow scavenging with constant pressure No. of sets: 2 No. of sets: 1
turbocharging and air cooler Model: SKD4 x 125 Model: 1,630kg/h (drain), 6,540kg/h (steam)
No. of cylinders: 7
Cylinder bore: 700mm Main Engine Top Bracing System Auxiliary Boiler Feed Water Pump
Stroke: 2,800mm
SAMSUNG
Manufacturer: Hanmi Power Manufacturer: Shinko Industries
MCR output (100%): 18,940lW @ 91 rpm No. of cylinders: 4 per engine No. of sets: 4
Direction of rotation: Port: Clockwise looking from aft Model: HTBP300-50 Model: SHQ50MH
Starboard: Anti-clockwise looking from aft
Minimum rpm: 22 rpm
Auxiliary Boiler and Economiser Auxiliary Boiler Dosing Equipment
Fuel oil: Specific gravity 0.991
Manufacturer: Prominent
Lower calorific value 10,030kcal/kg
Auxiliary Boiler No. of sets: 1 per boiler
Consumption: 118-6g/bhph @ NCR
QGTC
Manufacturer: Aalborg Model: Prominent CNPA1601PPE200A01
No. of sets: 2
Turbocharger
Model: Unex CHB-800 Sea Water System
Manufacturer: MAN B&W
No. of sets: 2 per engine
Boiler Burner Main Sea Water Pump
Model: TCA66-20
Manufacturer: Aalborg Manufacturer: Shinko Industries
No. of sets: 1 per boiler No. of sets: 4
Auxiliary Blower
Model: KBW 650 Model: Port - SVS400M, Starboard - SVS400MS
Manufacturer: Hyundai Marine Machinery Co.
Boiler Control System Reliquefaction Sea Water Pump
Model: HAA-400/125N
Manufacturer: Aalborg Manufacturer: Shinko Industries
Model: KS42-1 No. of sets: 2
Main Oil Mist Detector
Model: SVS400M
Manufacturer: Kidde Graviner
Exhaust Gas Economiser
No. of sets: 2
Manufacturer: Aalborg Bilge, Fire and General Service Pump
Model: Graviner Mk 6
No. of sets: 2 Manufacturer: Shinko Industries
Model: AQ7 No. of sets: 2
Torsional Vibration Damper
Model: RVP200-2MS
Manufacturer: Geislinger
No. of sets: 2
Model: D 280/15

Fire Pump Cooling Water Systems Central Fresh Water Cooler
Manufacturer: Shinko Industries Manufacturer: Alfa Laval
No. of sets: 1 Main Engine High Temperature Fresh Water Pump No. of sets: 2
Model: RVP160-2MS Manufacturer: Shinko Industries
No. of sets: 2 per engine Reliquefaction Plant Fresh Water Cooling Pump
Jockey Pump Model: SVS150 MH Manufacturer: Shinko Industries
Manufacturer: Shinko Industries No. of sets: 2
No. of sets: 1 Main Engine Jacket Water Transfer Pump Model: GVD400M
Model: SVQ50M Manufacturer: Shinko Industries
No. of sets: 1 Reliquefaction Plant Fresh Water Cooler
Marine Growth Prevention System Model: HJ40-2MH
Manufacturer: Alfa Laval
SAMSUNG
Manufacturer: Siemens No. of sets: 2
No. of sets: 1 Main Engine Jacket Fresh Water Cooler Model: M30-FM
Model: Electrocatalytic SB2K Manufacturer: Alfa Laval
Main Engine Fuel Oil Service System
Model: M15-MFM8
Fresh Water Generators
Fuel Oil Supply Pump
Fresh Water Generator Main Engine Jacket Fresh Water Preheater Manufacturer: Taiko Kikai
QGTC
Manufacturer: Alfa Laval Manufacturer: DongHwa Entec No. of sets: 4 (2 per engine)
No. of sets: 2 No. of sets: 1 per engine Model: NHG-6MA
Model: Starboard DPU-36-C100
Port DPU-36-CAS100 (with steam ejector) Main Central Fresh Water System Cooler Fuel Oil Circulating Pump
Manufacturer: Alfa Laval Manufacturer: Taiko Kikai
Ejector Pump No. of sets: 2 per engine No. of sets: 4 (2 per engine)
Manufacturer: Shinko Industries Model: M30-FM Model: NHC-10MAB
No. of sets: 1 per generator
Model: SVS125-2M Central Fresh Water Cooling Pump Fuel Oil Heater
Manufacturer: Shinko Industries Manufacturer: DongHwa Entec
Distillate Pump No. of sets: 2 per engine No. of sets: 4 (2 per engine)
Manufacturer: Alfa Laval Model: Starboard SVS350M, Port SVS400M
No. of sets: 1 per generator Automatic Backflush Filter
Model: PVVF-2040 Package Air Conditioning Fresh Water Cooling Pump Manufacturer: Boll & Kirch
Manufacturer: Shinko Industries No. of sets: 2 (1 per engine)
Salinometer No. of sets: 1 Model: 50 microns
Manufacturer: Alfa Laval Model: GJ150-20M
No. of sets: 1 per generator
Model: DS-20

Viscosity Controller Viscosity Controller Diesel Oil Transfer Pump
Manufacturer: Vaf Instruments Manufacturer: Vaf Instruments Manufacturer: Teral Kyokuto Inc.
No. of sets: 1 per engine No. of sets: 2 No. of sets: 2
Model: 0379-0148 Model: 0379-0148 Model: TRP-MHG3
Generator Engine Fuel Oil Service System Auxiliary Boiler Fuel Oil System Inert Gas Generator and GCU Fuel Oil Service System
Fuel Oil Supply Pump Fuel Oil Supply Pump Inert Gas Generator Fuel Oil Supply Pump
Manufacturer: Taiko Kikai Manufacturer: Allweiler Manufacturer: HP Technik
No. of sets: 4 No. of sets: 2 No. of sets: 1
Model: NGH-3MA Model: ZA5V-3150 G8.3 FW6 Model: SMG-1892-25-So
SAMSUNG
Fuel Oil Circulating Pump Diesel Oil Ignition Pump GCU Main Fuel Pump
Manufacturer: Taiko Kikai Manufacturer: Danfoss Manufacturer: Saake
No. of sets: 4 No. of sets: 2 No. of sets: 2
Model: NGH-6MAB Model: RSA Model: DCLT 1100 BA4 SO43
Generator Engine Diesel Oil Pump Auxiliary Boiler Fuel Oil Heater GCU Igniter Fuel Oil Pump
QGTC
Manufacturer: Taiko Kikai Manufacturer: Aalborg Vesta Manufacturer: Suntec Saakei
No. of sets: 1 per generator No. of sets: 2 No. of sets: 2
Model: HHC-4MA Model: PZHDS 30
Incinerator Fuel Oil Service System
Emergency Diesel Oil Pump
Fuel Oil and Diesel Oil Bunker and Transfer System
Manufacturer: Taiko Kikai Waste Oil Dosing Pump
No. of sets: 1 per generator Manufacturer: Hyundai Engine Room Heavy Fuel Oil Transfer Pump
Model: HHC-1MA No. of sets: 1 Manufacturer: Taiko Kikai
Model: MD 025 6L No. of sets: 2
Fuel Oil Heater Model: VG-50MA
Manufacturer: DongHwa Entec Grinding Pump
No. of sets: 4 Forward Heavy Fuel Oil Transfer Pump
Manufacturer: Hyundai
No. of sets: 1 Manufacturer: Taiko Kikai
Fuel Oil FIlter Model: PU-5 No. of sets: 2
Manufacturer: Boll & Kirch Model: VG-80MA
No. of sets: 2 Circulating Pump
Model: 50 microns Diesel Oil Transfer Pump
No. of sets: 1 Manufacturer: Taiko Kikai
Model: PU-5 No. of sets: 1
Model: NHG-25MA

Fuel Oil and Diesel Oil Purifying System Cylinder Oil Heating Tank Lubricating Oil Separator Feed Pump
Manufacturer: Hanmi Manufacturer: Taiko Kikai
Fuel Oil Separator No. of sets: 1 per engine No. of sets: 4
Manufacturer: Alfa Laval Model: NHG-2MT
No. of sets: 4 Hydraulic Pump System
Model: SA 871 Manufacturer: Rexroth Lubricating Oil Separator Heater
No. of sets: 1 per engine Manufacturer: DongHwa Entec
Fuel Oil Separator Feed Pump No. of sets: 4
Manufacturer: Taiko Kikai Generator Engine Lubricating Oil System Model: 2.7m³
No. of sets: 4
Model: NHG-6MA Lubricating Oil Priming Pump Stern Tube Lubricating Oil System
SAMSUNG
Manufacturer: Jaeil Fine Machinery
Fuel Oil Separator Heater No. of sets: 1 per engine Stern Tube Seals
Manufacturer: DongHwa Entec Model: 32/40 Pre-Lub Manufacturer: Kobelco
No. of sets: 4 Model: AX-710 (Forward - 2 rings)
Main Engine Lubricating Oil Purifying System AX-710 (Aft - 4 rings)
Lubricating Oil Filling and Transfer System
Lubricating Oil Separator Stern Tube Air Control Unit
QGTC
Lubricating Oil Transfer Pump Manufacturer: Kobelco
Manufacturer: Taiko Kikai No. of sets: 1 per stern tube
No. of sets: 2
No. of sets: 2 Model: PA 625
Model: NHG-20MT Stern Tube Bearings
Lubricating Oil Separator Feed Pump Manufacturer: Kobelco

Main Lubricating Oil System Type: Cast iron with white metal
Manufacturer: Taiko kikai
No. of sets: 2
Main Lubricating Oil Pump Model: NHG-3MT Stern Tube Lubricating Oil Pump
Manufacturer: Shinko Industries Manufacturer: Taiko Kikai
No. of sets: 2 per engine Lubricating Oil Separator Heater No. of sets: 2 per stern tube
Model: SAG 300 Model: NHG-2MT
Manufacturer: DongHwa Entec
No. of sets: 2
Auto Backflush Filter Model: 1.35m³ Stern Tube Lubricating Oil Cooler
Manufacturer: Boll and Kirch Manufacturer: Alfa Laval
No. of sets: 1 per engine No. of sets: 1 per stern tube
Generator Engine Lubricating Oil Purifying System
Model: 6.61.07 25
Lubricating Oil Separator

No. of sets: 4
Model: PA 615

Shaft Clutch Lubricating Oil and Hydraulic System Bilge, Fire and General Service Pump Fire Pump
Manufacturer: Shinko Industries Manufacturer: Shinko Industries
Shaft Clutch No. of sets: 2 No. of sets: 1
Manufacturer: Renk Model: RVP200-2MS Model: RVP160-2MS
No. of sets: 2
Model: PSC 225 Clean Bilge Pump Starting Air System
Manufacturer: Taiko Kikai
Oil Supply Unit No. of sets: 2 Main Air Compressor
Manufacturer: Wesselmann Model: HNP-401 Manufacturer: Tanabe
Pump manufacturer: Leistritz No. of sets: 2
No. of sets: 2 per clutch Oily Water Separator Model: H-274
Model: L3MF-60/96-IFOKS-W
SAMSUNG
Manufacturer: Marinfloc AB
No. of sets: 1 Topping-Up Air Compressor
Brake Unit Model: CD 5.0 Mk III Manufacturer: Tanabe
Manufacturer: Dellner No. of sets: 2
Model: SKD 4 x 125 Oil Monitor and Alarm Model: H-64
Handpump: PMS 31-20
Manufacturer: Deckma 2005
Emergency Air Compressor
No. of sets: 1
QGTC
Lubricating Oil Bilge and Drains System Manufacturer: DongHwa Jonghap
Model: OMD 2005
No. of sets: 1
Sludge Oil Transfer Pump Model: CMA-15E
White Box Fail-Safe Unit
Manufacturer: Taiko Kikai Manufacturer: Marinfloc AB
No. of sets: 1 Main Air Reservoir
No. of sets: 1
Model: HNP-401 Manufacturer: Kangrim
Model: White box
No. of sets: 1
Engine Room Bilge Pump Sludge Dewatering Unit
Manufacturer: Taiko Kikai Generator Engine (Auxiliary) Air Reservoir
Manufacturer: Marinfloc AB
No. of sets: 1 No. of sets: 1 Manufacturer: Kangrim
Model: HNP-401 Model: SDWU-500 No. of sets: 1
Bilge Separator Feed Pump Emergency Air Reservoir

Forward Bilge System
Manufacturer: Taiko Kikai Manufacturer: Kangrim
No. of sets: 1 No. of sets: 1
Fire, Bilge and General Service Pump
Model: HNP-401
Manufacturer: Shinko Industries
No. of sets: 2
Model: RVP200-2MS

General Service Air System Rudder Carrier Bearing Grease Unit Emergency Diesel Generator
Manufacturer: Hamil Lubtech
General Service Air Compressor No. of sets: 2 Generator Engine
Manufacturer: Tamrotor Model: DEL-HEP8S-V1ML Manufacturer: STX Cummins
Model: EMH 44-8 EWNA Diesel Generators Model: KTA38DM
General Service Air Reservoir Generator Engine Emergency Generator Electric Starter
Manufacturer: Kangrim Manufacturer: STX - MAN B&W Manufacturer: Prestolite
No. of sets: 1 No. of sets: 4 Model: 24VDC
Model: 9L32/40
Control Air System Emergency Generator Air Starter
SAMSUNG
Manufacturer: Ingersol-Rand ST455
Turbocharger
Control Air Compressor Model: Turbostart
Manufacturer: STX Enpaco - MAN B&W
Manufacturer: Tamrotor No. of sets: 1 per engine
No. of sets: 2 Alternator
Model: EMH 44-8 EWNA Manufacturer: Stamford Newage
Governor
Model: PM734B1
Manufacturer: Europa
QGTC
Control Air Reservoir Model: 1102V-4G-34R
Manufacturer: Kangrim Electrical Equipment
No. of sets: 1 Turning Gear
Model: HNP-401 Main Diesel Generator
Manufacturer: Daesung Engineering Co.
Model: DTG 328 B No. of sets: 4
Engine Room Bilge Pump
Manufacturer: Taiko Kikai
Alternator Emergency Diesel Generator
No. of sets: 1
Manufacturer: Nishishiba Electric No. of sets: 1
No. of sets: 4 Rating: 440V, AC, 3-phase, 60Hz, 910kW, 1,460A,
Control Air Dryer 1,138kVA
Manufacturer: Tamrotor
Starting Air Compressor
No. of sets: 2
Main Transformer
Model: A400 Manufacturer: Tanabe
No. of sets: 2 Manufacturer: Hyundai
Model: H-274 No. of sets: 2 - 4,650kVA
Steering Gear
6.6kV Cargo Transformer
Steering Gear
Manufacturer: Yoowon Mitsubishi
No. of sets: 2 - 1,500kVA
No. of sets: 2
Model: YDFT-335-2-45

Low Voltage (440V) Main Transformer Emergency Alternator Air Circuit-Breaker Emergency Generator Battery
Manufacturer: KOC Electric Co. Ltd. Manufacturer: Merlin Gerin Manufacturer: Global and Yuasa Battery Co., Ltd.
No. of sets: 2 - 270kVA Model: NW20 H1 Charger: STX Engine Co., Ltd
Model: SSEBC 10A
Control and Instrument Transformer Cathodic Protection System
Manufacturer: KOC Electric Co., Ltd. Emergency Fire Pump Battery
Manufacturer: Korea Cathelco Ltd.
No. of sets: 2 - 37.5kVA Model: Impressed current Manufacturer: Optima Batteries Inc
Power supply: 440VAC, 60Hz, 3-phase Model: Optima 150
Emergency Transformer
Manufacturer: KOC Electric Co., Ltd. 6.6kV Main and Cargo Switchboard 110V UPS Unit
Battery and Uninterruptible Power Supplies
No. of sets: 1 - 180kVA Manufacturer: Hyundai
SAMSUNG
Battery Charging and Discharging Panel Battery: Global and Yuasa Battery Co., Ltd.
Forward 440/230V Transformer Model: HSE-40-12
Manufacturer: Hyun Jin Co., Ltd.
Manufacturer: KOC Electric Co., Ltd.
No. of sets: 1 - 37.5kVA Battery Cargo Switchboard Charger
Manufacturer: Global and Yuasa Battery Co., Ltd. Manufacturer: Hyundai

Galley and Laundry 440/440V Isolating Transformer No. of sets: 1 Battery: Global and Yuasa Battery Co., Ltd.
Manufacturer: KOC Electric Co., Ltd. Model: MSB300 Model: HSE-40-12
QGTC
No. of sets: 1 - 180kVA
Main UPS Domestic Fresh Water System
Galley and Laundry 440/220V Isolating Transformer Manufacturer: Hyun Jin Co., Ltd.
Manufacturer: KOC Electric Co., Ltd. Model: HJ-1677 Domestic Fresh Water Pump
No. of sets: 1 - 90kVA Manufacturer: Shinko Industries
No. of sets: 2
UPS Battery
Portable Equipment Transformer Model: VJ40-2M
Manufacturer: Global and Yuasa Battery Co., Ltd.
Manufacturer: KOC Electric Co., Ltd. No. of sets: 1
No. of sets: 1 - 12kVA Model: ES65-12 lead acid Hot Water Circulating Pump
Main Alternator No. of sets: 2
IAS UPS
Manufacturer: Nishishiba Model: HJ40-2M
Manufacturer: Hyun Jin Co., Ltd.
Model: NTAKL Model: HJ-1677
Steriliser
Emergency Alternator IAS Battery Manufacturer: Jowa
Manufacturer: Stamford Newage No. of sets: 2
Manufacturer: Global and Yuasa Battery Co., Ltd.
Model: PM734B1 Model: Silver Ion -AG-S
Model: Valve regulated lead acid
Ultaviolet - UV-4

Rehardening Filter Accommodation Air Conditioning Cargo Control Room
Manufacturer: Se-Won Industries Manufacturer: Hi Air Korea
No. of sets: 1 Accommodation Refrigeration Plant No. of sets: 1
Model: SWM 4.0 Manufacturer: Hi Air Korea Model: HIP-5WGD
No. of sets: 2
Calorifier Type: 407C direct expansion Galley ACU
Manufacturer: Kangrim Manufacturer: Hi Air Korea
No. of sets: 1 Compressor No. of sets: 1
Model: Steam/electric Manufacturer: Sabroe Model: HIF-8DES
No. of sets: 1 per set
Domestic Fresh Water Hydrophore Unit Model: SAB-151L
Sewage Treatment Plant
SAMSUNG
No. of sets: 1
Model: UH10B Condenser Sewage Treatment Plant
No. of sets: 1 per set Manufacturer: Hamworthy
Domestic Refrigeration System Model: COKC 412702 Model: Super Trident ST-6A
Refrigeration Plant Package Air Conditioning Units Sewage Discharge Pump

Manufacturer: Hi Air Korea
Manufacturer: Hamworthy
QGTC
No. of sets: 2 Cargo Switchboard No. of sets: 2
Type: 407C, direct expansion Manufacturer: Hi Air Korea
No. of sets: 2 Air Blower
Compressor Model: HIP-10WGD
Manufacturer: Hamworthy
Manufacturer: Bock
No. of sets: 2
No. of sets: 2 Engine Control Room
Model: FX5 Manufacturer: Hi Air Korea Ejector pump
No. of sets: 2
Manufacturer: Evac
Ozone Generator for Vegetable Room Model: HIP-8WD
No. of sets: 2
No. of sets: 1
Models: DS-30 Engine Workshop
Incinerator and Garbage Disposal
Condenser No. of sets: 1
Incinerator
No. of sets: 2 Model: HIP-10WG
Manufacturer: Hyundai-Atlas
Model: CRKF 271230
Model: Maxi 1500SL WS
Main Switchboard Rooms
No. of sets: 2 per room
Model: HIP-20WD

Incinerator Waste Oil Circulating pump Chiller Plant Engine Room Emergency Systems
Manufacturer: Hyundai Manufacturer: Hartford
No. of sets: 1 No. of sets: 2 Engine Room Water-Based Fire Fighting System
Model: UP5 Type: Compressor - 1218NHF6W4K Manufacturer: Tanktech Co., Ltd.
Condenser - HCE3-18-335-1KSG Model: X Mist
Incinerator Waste Oil Sludge Dosing Pump
Manufacturer: Hyundai Air Dryer High Expansion Foam System
No. of sets: 1 Manufacturer: Smit Gas Manufacturer: Kashiwa
Model: MD 025-6L No. of sets: 1
High Foam Water Pump

Incinerator Diesel Oil Transfer Pump Dew Point Sensor
SAMSUNG
Manufacturer: Teral Kyokuto Inc. Manufacturer: Panametrics No. of sets: 1
No. of sets: 2 Model: MTS 5 Model: KV350KS
Model: TRP-MHG3
Oxygen Analyser Fire Alarm System
Sludge Pump Manufacturer: Opsis Manufacturer: Consilium Marine
Manufacturer: Taiko Kiai Model: 0200 (Sensor Opsis 502) Model: CS3000 Fire Detection System
No. of sets: 1
QGTC
Type: HNP-401
Gas Combustion Unit Oil Mist Detection System
Manufacturer: QMI Multiplex
Inert Gas System Gas Combustion Unit No. of sets: 2
Manufacturer: Saake No. of detectors: 22
Inert Gas Generator
No. of sets: 1
Manufacturer: Aalborg Smit Model: GCU 630
No. of sets: 1
Valve Remote Control System

Air Blower Unit
Manufacturer: Rotodyne Hydraulic Power Pack for Cargo Valve Control
No. of sets: 4
Manufacturer: Amri Seil
Fuel Oil Pump Unit

Hydraulic Power Pack for Ballast and Engine Room Valve Control
Manufacturer: Saris
Manufacturer: Amri Seil
No. of sets: 1
Emergency Handpump
Manufacturer: Amri Seil Seres
No. of sets: 3
Model: SS-VH01-004-2

Tank Capacity plans
CARGO TANKS FRESH WATER TANKS SG: 1.000

Compartment Location Capacities 98.5% Full Max. Free Compartment Location Capacities 100% Full Max. Free
Surface Surface
Frame Moment of Frame Moment of
Volume Volume LCG VCG Inertia Volume Weight LCG VCG Inertia
100% 98.5% from AP from BL m4 100% 100% from AP from BL m4
m3 m3 m m m3 MT m m
No.1 Cargo Tank (C) 115 - 124 31,711.3 31,235.6 277.502 18.796 146,659 Fresh Water Tank (P) 6 - 18 301.2 301.2 10.611 18.255 214
No.2 Cargo Tank (C) 103 - 114 58,694.4 57,814.0 233.507 17.412 426,390 Distilled Water Tank (S) 6 - 18 301.2 301.2 10.611 18.255 214
No.3 Cargo Tank (C) 91 - 102 58,695.5 57,815.1 183.162 17.412 426,390 TOTAL 602.4 602.4
No.4 Cargo Tank (C) 79 - 90 58,689.4 57,809.1 132.817 17.412 426,390
SAMSUNG
No.5 Cargo Tank (C) 67 - 78 58,670.8 57,790.7 82.473 17.412 426,390
TOTAL 266,461.5 262,464.5 HEAVY FUEL OIL TANKS SG: 0.980
Compartment Location Capacities 98% Full Max. Free
Surface
WATER BALLAST TANKS SG: 1.025 Frame Moment
Compartment Location Capacities 100% Full Max. Free Volume Volume Weight LCG VCG of Inertia
Surface 100% 98% 98% from AP from BL m4
QGTC
Frame Moment of m3 m3 MT m m
Volume Weight LCG VCG Inertia No.1 F HFO Tank (C) 133 - 145 2,629.0 2,576.5 2,524.9 308.660 13.706 2,623
100% 100% from AP from BL m4 No.1 A HFO Tank (C)) 125 - 133 2,038.5 1,997.8 1,957.8 301.159 14.473 4,987
m3 MT m m No.2 HFO Tank (P) 50 - 66 1,043.6 1,022.7 1,002.3 48.033 20.725 533
Forward WB Tank (C) 124 - 145 4,453.4 4,564.8 304.052 12.616 73,203 No.2 HFO Tank (S) 34 - 66 2,221.0 2,176.6 2,133.0 41.921 20.043 947
No.1 WB Tank (P) 114 - 124 8,421.5 8,632.1 273.175 12.087 16,783 HFO Service Tank (P) 58 - 62 159.8 156.6 153.5 51.000 17.779 138
No.1 WB Tank (S) 114 - 124 8,421.5 8,632.1 273.175 12.087 16,783 HFO Service Tank (S) 58 - 62 159.8 156.6 153.5 51.000 17.779 138
No.2 WB Tank (P) 102 - 114 7,826.7 8,022.3 231.183 8.304 53,197 HFO Settling Tank (P) 62 - 66 153.9 150.8 147.8 54.378 17.744 119
No.2 WB Tank (S) 102 - 114 7,826.7 8,022.3 231.183 8.304 53,197 HFO Settling Tank (S) 62 - 66 153.9 150.8 147.8 54.378 17.744 119
No.3 WB Tank (P) 90 - 102 8,242.3 8,448.3 181.562 8.020 58,459 Low Sulphur HFO Tank (P) 40 - 50 677.6 664.1 650.8 38.616 19.639 345
No.3 WB Tank (S) 90 - 102 8,242.3 8,448.3 181.562 8.020 58,459 TOTAL 9237.3 9052.5
No.4 WB Tank (P) 78 - 90 8,241.4 8,447.4 131.220 8.020 58,460
No.4 WB Tank (S) 78 - 90 8,241.4 8,447.4 131.220 8.020 58,460
No.5 WB Tank (p) 66 - 78 7,452.4 7,638.7 82,033 8.105 51,601
No.5 WB Tank (S) 66 - 78 7,452.4 7,638.7 82,033 8.105 51,601
Aft Peak Tank (C) -6 - 18 3,849.6 3,945.8 6.984 13.126 127,095
TOTAL 88,671.5 90,888.2

DIESEL OIL TANKS SG: 0.900 MISCELLANEOUS TANKS

Compartment Location Capacities 98% Full Max. Free Compartment Location Capacities 100% Full Max. Free
Surface Surface
Frame Moment Frame Moment
Volume Volume Weight LCG VCG of Inertia Volume LCG VCG of Inertia
100% 98% 98% from from m4 100% m3 from AP from BL m4
m3 m3 MT AP BL m m
m m Cooling Water Tank (P) 7 - 18 84.0 12.232 3.948 19
MDO Service Tank (P) 37 - 44 285.0 279.3 251.3 34.425 23.959 241 Cooling Water Tank (P) 7 - 18 84.0 12.232 3.948 19
MDO Service Tank (S) 34 - 40 244.3 239.4 215.4 31.450 23.959 207 Bilge Holding Tank (P) 59 - 66 76.9 53.453 2.016 296
IGG MGO Service Tank (P) 37 - 40 145.1 142.2 128.0 32.725 17.217 103 Separated Bilge Tank (S) 59 - 66 26.5 53.587 2.347 37
SAMSUNG
TOTAL 674.4 660.9 Clean Bilge Tank (S) 59 - 66 50.3 53.385 1.842 36
Stern Tube LO Drain Tank (P) 30 - 32 2.4 26.357 2.070 0
Stern Tube LO Drain Tank (S) 30 - 32 2.4 26.357 2.070 0
LUBRICATING OIL TANKS SG: 0.900 Purifier Sludge Tank (P) 50 - 62 18.2 47.600 8.091 3
Compartment Location Capacities 98% Full Max. Free Purifier Sludge Tank (S) 50 - 62 18.2 47.600 8.091 3
Surface Fuel Oil Overflow Tank (S) 47 - 50 46.7 41.225 15.570 23
Frame Moment Engine Room Forward Bilge Well (P) 60 - 62 1.7 51.992 2.170 0
Volume Volume Weight LCG VCG of Inertia Engine Room Forward Bilge Well (S) 60 - 62 1.7 51.992 2.170 0
QGTC
100% 98% 98% from AP from BL m4 Engine Room Aft Bilge Well (P) 19 - 21 1.9 17.024 2.188 1
m3 m3 MT m m Engine Room Aft Bilge Well (S) 19 - 21 1.9 17.024 2.188 1
Main LO Settling Tank (P) 62 - 66 43.0 42.1 37.9 54.400 15.953 6 TOTAL 416.7
Main LO Settling Tank (S) 62 - 66 43.0 42.1 37.9 54.400 15.953 6
Main LO Storage Tank (P) 62 - 66 53.9 52.8 47.5 54.400 15.953 11
Main LO Storage Tank (S) 62 - 66 53.9 52.8 47.5 54.400 15.953 11
Generator LO Storage Tank (P) 62 - 66 18.3 17.9 16.1 54.400 16.725 1
Generator LO Storage Tank (S) 62 - 66 18.3 17.9 16.1 54.400 16.725 1
Cylinder Oil Storage Tank (P) 62 - 66 36.9 36.2 32.5 54.390 16.711 11
Cylinder Oil Storage Tank (S) 62 - 66 36.9 36.2 32.5 54.390 16.711 11
Cylinder Oil Storage Tank (P) 62 - 66 36.9 36.2 32.5 54.390 16.711 11
- for Low Sulphur
Cylinder Oil Storage Tank (S) 62 - 66 36.9 36.2 32.5 54.390 16.711 11
- for Low Sulphur
Main LO Sump Tank (P) 44 - 58 37.8 37.1 33.4 43.976 1.308 30
Main LO Sump Tank (S) 44 - 58 37.8 37.1 33.4 43.976 1.308 30
TOTAL 453.6 444.5

INTRODUCTION Safe Operation Illustrations
The safety of the ship depends on the care and attention of all on board. Most All illustrations that are referred to in the text are located either in-text where
General safety precautions are a matter of common sense and good housekeeping sufficiently small, or above the text, so that both the text and illustration are
and are detailed in the various manuals available on board. However, records accessible when the manual is laid open. When text concerning an illustration
Although this ship is supplied with shipbuilder’s plans and manufacturer’s
show that even experienced operators sometimes neglect safety precautions covers several pages the illustration is duplicated above each page of text.
instruction books, there is no single document 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
all times. Where flows are detailed in an illustration these are shown in colour. A key of all
items of machinery. The purpose of this ‘one-stop’ manual is to assist, inform
colours and line styles used in an illustration is provided on the illustration.
and guide competent ship’s staff and trainees in the operation of the systems • Never continue to operate any machine or equipment which
and equipment on board and to provide additional information that may not appears to be potentially unsafe or dangerous and always report
Details of colour coding used in the illustrations are given in the Mechanical
be otherwise available. In some cases, the competent ship’s staff and trainees such a condition immediately.
Symbols and Colour Scheme which is detailed on earlier pages in this Front
may be initially unfamiliar with this vessel and the information in this manual • Make a point of testing all safety equipment and devices Matter section.
is intended to accelerate the familiarisation process. It is intended to be used in regularly. Always test safety trips before starting any equipment.
conjunction with shipyard drawings and manufacturer’s instruction manuals, In particular, overspeed trips on auxiliary turbines must be Symbols given in the manual adhere to international standards and keys to the
SAMSUNG
bulletins, Fleet Regulations, the ship’s Captain’s and Chief Engineer’s Standing tested before putting the unit to work. symbols used throughout the manual are also given on previous pages in this
Orders, and in no way replaces or supersedes these publications, all of which
• Never ignore any unusual or suspicious circumstances, no Front Matter section.
take precedence over this manual.
matter how trivial. Small symptoms often appear before a major
Information relevant to the operation of this vessel has been carefully failure occurs. Notices
collated in relation to the systems of the vessel and is presented in two on • Never underestimate the fire hazard of petroleum products,
board volumes, a CARGO OPERATING MANUAL and MACHINERY whether fuel oil or cargo vapour. The following notices occur throughout this manual:
OPERATING MANUAL.
• Never start a machine remotely from the cargo and engine
WARNING
QGTC
The vessel is constructed to comply with MARPOL 73/78. These regulations control room without confirming visually that the machine is
able to operate satisfactorily. Warnings are given to draw reader’s attention to operations where
can be found in the Consolidated Edition, 1991 and in the Amendments dated
DANGER TO LIFE OR LIMB MAY OCCUR.
1992, 1994 and 1995.
In the design of equipment, protection devices have been included to ensure
The information, procedures, specifications and illustrations in this manual that, as far as possible, in the event of a fault occurring, whether on the part of CAUTION
have been compiled by WMT personnel by reference to shipyard drawings and the equipment or the operator, the equipment concerned will cease to function Cautions are given to draw reader’s attention to operations where
manufacturer’s publications that were made available to WMT and believed to without danger to personnel or damage to the machine. If any of these safety DAMAGE TO EQUIPMENT MAY OCCUR.
be correct at the time of publication. The systems and procedures have been devices are bypassed, overridden or neglected, then the operation of any
verified as far as is practicable in conjunction with competent ship’s staff under machinery in this condition is potentially dangerous.
Note: Notes are given to draw reader’s attention to points of interest or to
operating conditions. supply supplementary information.
Description
It is impossible to anticipate every circumstance that might involve a potential
hazard, therefore, warnings and cautions used throughout this manual are The concept of this manual is to provide information to technically competent
Safety Notice
provided to inform of perceived dangers to ship’s staff or equipment. In many ship’s officers, unfamiliar to the vessel, in a form that is readily comprehensible,
cases, the best operating practice can only be learned by experience. It has been recorded by International Accident Investigation Commissions
thus aiding their understanding and knowledge of the specific vessel. Special
that a disproportionate number of deaths and serious injuries occur on ships
attention is drawn to emergency procedures and fire fighting systems.
each year during drills involving lifesaving craft. It is therefore essential that
If any information in these manuals is believed to be inaccurate or incomplete, all officers and crew make themselves fully conversant with the launching,
the officer must use his professional judgement and other information available The manual consists of a number of parts and sections which describe the
retrieval and the safe operation of the lifeboats, liferafts and rescue boats.
on board to proceed. Any such errors or omissions or modifications to the systems and equipment fitted and their method of operation related to a
ship’s installations, set points, equipment or approved deviation from published schematic diagram where applicable.
operating procedures must be reported immediately to the company’s Technical
Operations Office, who should inform WMT so that a revised document may be The valves and fittings identifications and symbols used in this manual are the
issued to this ship and in some cases, others of the same class. same as those used by the shipbuilder.

Section 1: Machinery Commissioning Operational Overview
1.1 To Bring Vessel into a Live Condition

1.2 To Prepare Main Plant for Operation
1.3 To Prepare Main Plant for Manoeuvring from ‘In Port’ Condition
1.4 To Change Main Plant from Manoeuvring to Full Away
SAMSUNG
1.5 To Prepare for UMS Operation
1.6 To Change from UMS to Manned Operation
1.7 To Change Main Plant from Full Away to Manoeuvring Condition
1.8 To Secure Main Plant at Finished With Engines
1.9 To Secure Main Plant for Dry Dock
QGTC
1.1 To Bring Vessel Into a Live Condition
Dead Ship Condition
Start the fire main jockey pump to pressurise the 2.4.2

No Shore Supply Available fire main and ensure the fire pump is ready for 4.3
Shore Supply Available operation. Ensure the emergency fire fighting 4.4
systems are ready for immediate use.
Prepare the emergency generator for operation and 2.12.2
Establish shore supply. Check phase rotation, 2.13.5
if necessary transfer fuel accordingly.
voltage and frequency.
Put all of the ancillary equipment on standby. 2.13.8
Restore the switchboard sequential restart system 2.12.1
and put the remaining diesel generators on
Start the emergency generator and supply power 2.12.2 automatic standby.
Supply power to the main switchboard. 2.13.4 to the emergency and main switchboards. Isolate 2.13.8
the sequential restart equipment at the main
SAMSUNG
switchboard.
Put the fire detection system into operation. 4.7
Ensure the engine room high expansion foam 4.5

system is ready for use.
Supply the main and emergency lighting throughout 2.13.4
the vessel together with the necessary engine room
ventilation fans.
Ensure the engine room fire hydrant system and 4.1
high pressure water mist fire fighting systems are 4.2
QGTC
ready for immediate use.
Start one of the low temperature cooling fresh 2.5.2
water pumps and the generator engine preheater.
Reset the preferential trips at the main switchboard. 2.13.8

Put the starting and control air systems into 2.10.1
operation, then line up a main generator to operate 2.10.3
on MDO. Start a generator engine MDO supply 2.6.2 Start up the remaining auxiliary machinery such as 2.14
pump when the system is ready. domestic refrigeration units, air conditioning units,
fans not already in use, galley and accommodation
supplies etc. Start the sewage treatment plant.
Start a main diesel generator locally and connect it 2.12.1
to the main switchboard. 2.13.2
Pump the bilges to the bilge holding tank as 2.9.1
required.
After load transfer, disconnect the shore power or 2.13.5
stop the emergency generator as necessary and
place it on standby. Plant is now in a Live Condition
Put the main sea water cooling system into 2.4.1 One diesel generator in use, the other diesel 2.12.1
operation, then put the central fresh water cooling 2.5.2 generators are on standby. The emergency 2.12.2
system into operation. generator is on standby. The boiler and steam 2.4.1
systems are shut down. The SW and CFW systems 2.5.1
are in use. The domestic services are in use. The 2.5.2
Start each stern tube LO system. 2.8.4 stern tube seal systems are in use. 2.14.1
Put the general service air system into operation. 2.10.2
Issue: 1 - December 2009 IMO No: 9388833 Section 1.1 - Page 1 of 1

1.2 To Prepare Main Plant for Operation
Plant is in a Live Condition
Start the HFO supply and circulating pumps for 2.6.2

One diesel generator in use, the other diesel 2.12.1 the diesel generators. Start the viscosity controller.
generators are on standby. The emergency 2.12.2 Circulate HFO until the DO has been expelled.
generator is on standby. The boiler and steam 2.4.1 Make the system ready, then switch the diesel
systems are shut down. The SW and CFW systems 2.5.1 generator over from MDO to HFO.
are in use. The domestic services are in use. 2.5.2
2.14.1
Start each of the main engines jacket CFW pumps 2.5.1

and supply steam to each of the main engine jacket 2.2.4
Switch the auxiliary boiler controls over to manual 2.2.1 preheaters.
SAMSUNG
operation, then prepare to flash the boiler using 2.2.2
diesel oil and air atomising.
Maintain the standby generators in a warm 2.5.2

condition using the generator engine preheaters. 2.2.4
Start a boiler feed water pump and line up the fresh 2.3.1
water hydrophore and water make-up system. Start 2.3.2
the boiler and supply steam to the steam system. 2.2.4
Circulate each main engine fuel oil system with 2.6.1
HFO.
QGTC
Start the economiser boiler water circulating pump, 2.2.3
and ensure that there is water circulation through
the economisers before a main engine is started. Plant is now in the ‘In Port’ Condition
Supply steam to the HFO tanks and trace heating 2.2.4 One diesel generator is in use on HFO with 2.12.1
systems when the steam and condensate systems the other generators switched to standby. The 2.12.2
are ready. emergency generator is on standby. The boiler and 2.2.2
steam systems are in use. The main engine JCW 2.2.4
system is in warm condition. The main engines are 2.6.1
circulating with hot HFO.
Supply steam to one boiler fuel oil heater, then 2.2.3
change the boiler over to operate on HFO and 2.6.3
atomising steam. It is essential that all of the MDO
is expelled before using steam atomising.
Switch the boiler over to automatic operation. 2.2.2
Start the HFO purifier system. 2.7.2

1.3 To Prepare Main Plant for Manoeuvring from ‘In Port’ Condition
Plant is now in the ‘In Port’ Condition

Put each main engine starting air system into use. 2.10.1
One diesel generator is in use on HFO with 2.12.1
the other generators switched to standby. The 2.12.2
emergency generator is on standby. The boiler and 2.2.2 Start the main engine auxiliary scavenge blowers 2.1.1
steam systems are in use. The main engine JCW 2.2.4 on each engine and switch to automatic. Open the
system is in warm condition. The main engines are 2.6.1 indicator cocks on both main engines.
circulating with hot HFO.
Obtain clearance from the bridge and slow turn 2.1.3

Start the LO purifier systems. 2.8.3 each main engine on starting air. 4.6
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Supply each main engine with start and control air. 2.10.1 Close the indicator cocks, then start each main 2.1.3
2.10.3 engine in turn in the ahead and astern directions. 4.7
Close the turbocharger blower drains. Ensure the
main engine fire alarm zones are reactivated.
Start a main engine LO pump and circulate the oil 2.8.2
on each main engine.
Check the telegraph and clocks before changing to 2.1.2
bridge control. When satisfied, change both main 2.1.3
engine control positions to bridge control.
Start each shaft clutch LO system and engage the 2.8.5
clutch.
QGTC
Check the telegraph and communications with the 2.1.2
bridge. Synchronise the bridge/engine room clocks. 2.1.3
Check that each of the main engines turbochargers 2.8.1
have an adequate oil supply. 2.8.2
Ensure that all standby pumps are switched for

automatic operation.
Ensure that each cylinder oil heating tank unit is full 2.8.1
and preheat if necessary to 40°C. 2.8.2
Prepare the deck mooring winches and capstans Cargo

for operation as necessary. 5.7
Start each main engine top bracing system. 2.1.8
Start extra diesel generators and run in parallel as 2.12.1 Plant is now in the Manoeuvring Condition
necessary. 2.13.2
Sufficient diesel generators to match electrical 2.12.1

Start both steering gear motors on each steering 2.11.1 load are in use on HFO and any remaining diesel 2.12.2
gear unit and carry out steering gear function tests. generators on standby. The emergency generator 2.2.2
is on standby. The boilers and steam systems 2.2.4
are in use. The main engines are heated and 2.1.3
ready for use on bridge control. The main engines 2.6.1
Obtain clearance from the bridge to turn each main 2.1.1 are circulating with hot HFO. Both steering gear 2.11.1
engine two or three revolutions. Press the Prepare 2.1.2 systems are in use. The deck machinery is ready Cargo
Start button on the MOP to activate the cylinder oil for use. 5.7
prelubrication system and disengage each turning
gear and shaft brakes if applied.

1.4 To Change Main Plant from Manoeuvring to Full Away
Plant is in the Manoeuvring Condition
Put the steam dump system into operation. 2.2.4

Sufficient diesel generators to match electrical 2.12.1
load are in use on HFO and any remaining diesel 2.12.2
generators on standby. The emergency generator 2.2.2
is on standby. The boilers and steam systems are 2.2.4
in use. The main engines are on bridge control and 2.1.3 Operate each main engine turbocharger blower 2.1.1
operating on HFO. Both steering gear systems are 2.6.1 cleaning system as and when required.
in use. The deck machinery is ready for use. 2.11.1
Cargo
5.7
Set the power management system to automatic. 2.13.2
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Shut down any extra diesel generators and put
them on automatic standby.
Shut down the main engine jacket heating system. 2.5.1
When clear of coastal waters, start the fresh water 2.4.3

When the bridge notifies the engine control room generator and associated systems as required.
of full away, record the following:
Time of FAOP.
Note each main engine revolution
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counter. Transfer and purify HFO as required. 2.7.2
Cylinder oil level or counter.
HFO and DO counters.
Fresh water tank levels.
As the officer on bridge watch increases the ships’ 2.1.2
speed, monitor the pressures and temperatures on
each main engine.
Check that both main engine auxiliary scavenge 2.1.1
blowers stop automatically.
Ensure the auxiliary boilers cut-out as the 2.2.2

economisers take over the steam generating load. 2.2.4
Stop the deck machinery electro-hydraulic units as Cargo
necessary. 5.7
Plant is now Full Away on Bridge Control

Ensure that the bridge stop one steering gear 2.11.1
motor on each steering gear unit.

1.5 To Prepare for UMS Operation
Plant is in the ‘Manned’ Condition
Ensure that all of the FO, LO and fresh water tanks Emergency diesel generator to be switched to 2.12.2 Workshop welding machine to be isolated and the
and sumps are adequately full. automatic standby. plug removed.
Ensure the bilges are dry and that ALL of the bilge 2.9.1 All standby pumps and machinery systems to be 2.13.8 Acetylene and oxygen cylinder master valves to be
high level alarms are operational. on automatic standby and the sequential restart closed at the cylinder storage station and hoses
system operational. disconnected.
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Confirm the fire detection system is fully functional. 4.6
ECR, switchboard room, and workshop air 2.14.4 Confirm the main engines are on bridge control. 2.1.2
conditioning units to be operating correctly.
All piping systems must be tight and not temporarily

repaired. Bridge assumes control of the engine spaces and
All strainers and filters of running and standby duty officers are informed of commencement time
machinery to be in a clean condition. of UMS.
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All alarms and safety cut-outs to be operational.
The engine room and steering gear compartment Select duty engineer for the UMS period and test 3.1.5
watertight doors to be closed. an alarm to ensure that it goes off on the bridge,
All drain tanks are empty. in the accommodation and in the duty engineer’s
cabin.
All operating parameters to be within normal range.

Check that the compressed air receivers are fully 2.10.1
charged and lined up for use. 2.10.2 Duty officer on the bridge to be made aware of the
2.10.3 identity and location of the duty engineer.
Ensure alarm printout paper rolls have sufficient
printing space left, renew as required.
LO and FO purifier feeds to be suitably adjusted. 2.7.2 Engine room not to be unmanned for more than
2.8.3 8 hours. The UMS period must not exceed 8 hours.
All loose items to be secured and all combustible
materials stored in a safe place.
Stopped diesel generators to be switched to 2.12.1 Plant is now in UMS on Bridge Control
automatic standby.
Electric appliance plugs to be removed in the ECR.
If the vessel is not in a restricted area, reduce the 2.9.1

bilge water holding tank level through the oily water
separator.

1.6 To Change from UMS to Manned Operation
Plant is in the UMS Condition
Activate the patrol man alarm on entry into the

engine room if answering a UMS alarm or carrying
out an engine room nightly inspection.
Notify the bridge of manned condition.
Inform the bridge why the engine room is manned if
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outside normal hours.
Switch watchkeeping control to the ECR. 2.1.2
Reset patrol man alarm after preset time whilst the

duty engineer only is manning the engine room.
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Examine the latest parameter printout.
If successful in dealing with a UMS alarm, the duty

engineer must report to the bridge that he has left
the engine room, and that the engine room is in the
UMS condition again.
At the end of the UMS period, the outgoing duty

engineer is to hand-over to the incoming duty
engineer and inform him of any abnormalities
during his period of duty. ER log book to sign.
Discuss any defects with the senior engineer who

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

1.7 To Change Main Plant from Full Away to
Manoeuvring Condition
Plant is ‘Full Away’ on Bridge Control

Prepare the auxiliary boilers for operation, and 2.2.2
check they are selected for automatic control.
Ensure that the engine room bilges and bilge 2.9.1

holding tank are empty.
Bridge informs the engine control room of end of
passage.
Prepare the sewage treatment system for port 2.14.5

operations.
Record the following:
Time of EOP.
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Each main engine revolution counter reading.
Shut down the fresh water generating plant. 2.4.3 Cylinder oil level or counter.
HFO and DO counters.
Fresh water tank levels.
Start extra diesel generators and synchronise them 2.12.1

and connect to the switchboard. Set the power 2.13.2
management system to automatic. Ensure that both main engines manoeuvre astern 2.1.3
prior to entering port.
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Supply steam to each main engine jacket fresh 2.5.1
water heater as required. Prepare the deck machinery for operation. Cargo
5.7
Check that the main starting air compressors are 2.10.1

on automatic. Check the starting air system drains
for water. Check the telegraph and communications. 2.1.2
Synchronise the bridge/engine room clocks. 2.1.3
If required to manoeuvre on MDO, begin the 2.6.1

changeover 1 hour before the end of passage. Operate the turbocharger washing systems (if 2.1.1
required).
30 minutes before the end of passage, the bridge 2.1.1

begins to reduce speed. Plant is now in the Manoeuvring Condition
Ensure bridge starts the second steering motor on 2.11.1 Sufficient diesel generators to match electrical load 2.12.1
each steering gear unit and carry out steering tests. in use and any remaining diesel generators on 2.12.2
automatic standby. The emergency generator is on 2.2.2
automatic standby. The boilers and steam systems 2.2.4
are in use. Both steering gear systems have both 2.1.3
steering gear motors running. The deck machinery 2.11.1
is ready for use. Cargo
5.7

1.8 To Secure Main Plant at Finished with
Engines
Plant is in Manoeuvring Condition
Sufficient diesel generators to match electrical load 2.12.1

in use and any remaining diesel generators on 2.12.2
automatic standby. The emergency generator is on 2.2.2
automatic standby. The boilers and steam systems 2.2.4
are in use. Both steering gear systems have both 2.1.3 After a minimum of 20 minutes, stop the main 2.8.1
steering gear motors running. The deck machinery 2.11.1 LO pumps if necessary, otherwise keep a pump
ready for use as necessary. Cargo running on each main engine. Maintain both LO
5.7 sump temperatures with the LO purifiers.
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Bridge notifies the engine control room of FWE. Sufficient diesel generators to match electrical 2.13
load required and any remaining diesel generators
switched to automatic standby if cargo or
ballast pumps are required. Confirm the power
Switch manoeuvring system to ECR control. 2.1.2 management system is to automatic.
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Stop the main engine auxiliary scavenge blowers. 2.1.1 Prepare the plant for cargo operations as required. Cargo
6.6
Kick both engines ahead and astern on air, then 2.1.3

isolate the starting air system and open the Prepare the IGG plant for inert gas operations as 2.15.1
indicator cocks. Open the turbocharger blower required.
drains on each engine. Vent both main engine
starting air and control air systems. Engage both
engines turning gear as required.
Shut down the deck machinery as required. Cargo
5.7
Stop all steering gear motors. 2.11.1
Plant is now in the ‘In Port’ Condition
Maintain the main engine jacket cooling water 2.5.1

temperature for normal port stay.
Stop the main engine top bracing system. (If 2.1.8

independent pumps.)

1.9 To Secure Main Plant for Dry Dock
Plant is in the ‘In Port’ Condition

Circulate the boiler FO system with MDO and when 2.6.3 Stop the diesel generator and secure the generator 2.13.2
ready, shut down the boiler FO pump. VCBs. Isolate the emergency generator. 2.13.3
Change all of the generators over to run on MDO 2.12.1

and flush through the FO systems. Shut down the
diesel generators until only one is in use. Shut down the auxiliary boilers. Allow them to cool 2.2.1 Establish shore power. Check the phase rotation, 2.13.5
naturally. Drain if required for maintenance OR put voltage and frequency.
in the wet lay-up condition.
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Ensure all tanks are at the required levels to give
the vessel the necessary trim, draught and stability Connect the shore power supply to the main 2.13.5
for entering dry dock. Shut down the boiler feed pumps and condensate 2.3.2 switchboard. Establish lighting and ventilation, and
system. Isolate the distilled water tank. any other essential services.
Shut steam off the JCW heaters. Allow the JCW 2.5.1
pumps to run until both main engines have cooled Shut down both stern tube LO systems. 2.8.4 Shut down the starting, control and general service 2.10.1
down. air systems. 2.10.2
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2.10.3
Ensure that domestic water heating is on electric 2.14.1

Transfer the contents of each main engine LO 2.8.1 power.
sump to the respective LO settling tank via the 2.8.3 Connect the shore supply compressed air system if 2.10.2
purifier. available.
Shut down the air conditioning and domestic 2.14.2

refrigeration plants until the shore cooling water 2.14.3
Shut down the LO and HFO purifiers. 2.7.2 supply is established. Ensure fire extinguishing systems for engine room 4.4
2.8.3 and deck are isolated in accordance with the 4.5
current company marine operations management
system.
Shut down and isolate the fire pump and fire main 4.1
The main engines should both have been jockey pump. Pressurise the fire main from the
manoeuvred on MDO prior to arrival. If not, change shore supply.
over to MDO and circulate HFO back to the HFO The dry dock can now be emptied of water.
tank until the lines have been flushed with MDO.
Stop both of the main engine FO pumps and the
viscosity controllers.
Isolate the sequential restart system at the main 2.13.8
switchboard. Plant is now Secured for Dry Dock
Shut down the deck machinery systems. Cargo

5.7
Shut down the sea water and fresh water cooling 2.4
systems. 2.5

Section 2: Ship’s Systems
2.0 Location Plans 2.5 Fresh Water Cooling Systems 2.11 Steering Gear
2.5.1 Main Engine Jacket Cooling Fresh Water System 2.11.1 Steering Gear
2.5.2 Central Fresh Water Cooling System
2.1 Main Engine 2.5.3 Reliquefaction Plant Fresh Water Cooling System
2.1.1 Main Engine Details 2.12 Electrical Power Generators
2.1.2 Engine Control Systems 2.12.1 Diesel Generators
2.1.3 Main Engine Manoeuvring Control 2.6 Fuel Oil and Diesel Oil Service Systems 2.12.2 Emergency Diesel Generator
SAMSUNG
2.1.4 Main Engine Alarm System 2.6.1 Main Engine Fuel Oil Service System
2.1.5 Main Engine Oil Mist Detector 2.6.2 Generator Engine Fuel Oil Service System
2.1.6 Vibration Dampers 2.6.3 Auxiliary Boiler Fuel Oil Service System
2.13 Electrical Power Distribution
2.13.1 Electrical Equipment
2.1.7 Main Engine Shaft Clutch and Brake 2.6.4 Incinerator Fuel Oil Service System
2.13.2 Main Switchboard and Generator Operation
2.1.8 Main Engine Top Bracing System 2.6.5 Emergency Generator Fuel Oil Service System
2.13.3 Emergency Switchboard and Generator Operation
2.6.6 Inert Gas Generator Fuel Oil Service System
2.13.4 440V and 220V Distribution Systems
2.6.7 Gas Combustion Unit Fuel Oil Service System
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2.2 Boilers and Steam Systems 2.13.5 Shore Power
2.2.1 General Description 2.13.6 Main Alternators
2.2.2 Boiler Control Systems 2.7 Fuel Oil and Diesel Oil Transfer Systems 2.13.7 Emergency Alternator
2.2.3 Economiser 2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System 2.13.8 Preferential Tripping and Sequential Restarting
2.2.4 Steam System 2.7.2 Heavy Fuel Oil and Diesel Oil Separating System 2.13.9 Battery Systems and Uninterruptible Power Supplies
2.2.5 Auxiliary Boiler and Economiser Cleaning 2.13.10 Cathodic Protection System
2.8 Lubricating Oil Systems

2.3 Condensate and Feed Systems 2.8.1 Lubricating Oil Filling and Transfer System 2.14 Accommodation Services
2.3.1 Condensate and Drains System 2.8.2 Main Engine Lubricating Oil System 2.14.1 Domestic Fresh Water System
2.3.2 Boiler Feed Water System 2.8.3 Lubricating Oil Separating Systems 2.14.2 Domestic Refrigeration System
2.3.3 Water Sampling and Treatment System 2.8.4 Stern Tube Lubricating Oil System 2.14.3 Accommodation Air Conditioning System
2.3.4 Distilled Water Transfer and Distribution 2.8.5 Shaft Clutch Lubricating Oil and Hydraulic System 2.14.4 Miscellaneous Air Conditioning Units
2.8.6 Lubricating Oil Drains System 2.14.5 Sewage Treatment Plant
2.14.6 Incinerator and Garbage Disposal
2.4 Sea Water Systems
2.4.1 Main Sea Water Systems 2.9 Bilge Systems
2.4.2 Sea Water General Service System 2.9.1 Engine Room Bilge System 2.15 Inert Gas Generator
2.4.3 Fresh Water Generators 2.9.2 Forward Bilge System
2.9.3 Exhaust Gas Washing Water Collection System 2.16 Gas Combustion Unit
2.10 Compressed Air Systems

2.10.1 Starting Air System
2.10.2 General Service Air System
2.10.3 Control Air System
2.0 LOCATION PLANS

Illustration 2.0a Engine Room Double Bottom Tanks
12
Key
10 14 1 - Bilge Well (1.9m3 Port)

8
2 - Bilge Well (1.9m3 Starboard)
3 - Stern Tube Lubricating Oil Drain Tank (2.4m3 Port)
6 21 4 - Stern Tube Lubricating Oil Drain Tank (2.4m3 Starboard)

Shaft Centreline
3 5 - Sea Chest for Emergency Fire Pump
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1
16
6 - Main Lubricating Oil Sump Tank (37.8m3 Port)
7 - Main Lubricating Oil Sump Tank (37.8m3 Starboard)
8 - Tank Top (2,570 A/B Port)

19
9 - Tank Top (2,570 A/B Starboard)
10 - Bilge Well (1.7m3 Port)
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11 - Bilge Well (1.7m3 Starboard)
12 - High Sea Chest (Port)
13 - High Sea Chest (Starboard)
14 - Low Sea Chest (Port)

20
15 - Low Sea Chest (Starboard)
16 - Bilge Holding Tank (76.9m3)

17
17 - Separated Bilge Tank (26.5m3)
2 18 - Clean Water Drain Tank (50.3m3)

4
Shaft Centreline
7 18 22 19 - Ballast Overboard Pipe (Port)
5 20 - Ballast Overboard Pipe (Starboard)
21 - No.5 Water Ballast Tank (Port)

9
11 15 22 - No.5 Water Ballast Tank (Starboard)
13
2 6 10 14 18 22 26 30 34 38 42 46 50 54 58 62 66 70 74 78

Illustration 2.0b Engine Room Floor Plan
51 - No.1 Main Engine Lubricating Oil Auto

Key Backflushing Filter
1 - Stern Tube Cooling Fresh Water Tank (Starboard) 52 - No.2 Main Engine Lubricating Oil Auto
2 - Stern Tube Cooling Fresh Water Tank (Port) Backflushing Filter
3 - No.1 Stern Tube Forward Seal Tank 53 - No.1 Main Lubricating Oil Cooler
4 - No.2 Stern Tube Forward Seal Tank 86 for No.1 Main Engine
5 - Bilge Well 54 - No.2 Main Lubricating Oil Cooler
6 - Emergency Exit for No.1 Main Engine
82 55 - No.1 Main Lubricating Oil Cooler
7 - No.1 Intermediate Shaft Bearing
8 - No.2 Intermediate Shaft Bearing 81 85 for No.2 Main Engine
9 - No.3 Intermediate Shaft Bearing 56 - No.2 Main Lubricating Oil Cooler
30
10 - No.4 Intermediate Shaft Bearing 27 for No.2 Main Engine
87
11 - No.1 Air Control Unit 69 65 57 - No.1 Main Lubricating Oil Pump
12 - No.2 Air Control Unit for No.1 Main Engine and Clean Water Drain
68 Discharge Pumps
13 - No.1 Lubricating Oil Tank Unit 29 60
14 - No.2 Lubricating Oil Tank Unit 58 - No.2 Main Lubricating Oil Pump
80 for No.1 Main Engine
15 - No.1 Drain Collection Unit 2 9 25 90
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10 59
16 - No.2 Drain Collection Unit 4 20 59 - No.1 Main Lubricating Oil Pump
79
17 - No.1 Stern Tube Lubricating Oil Pump 5 61 for No.2 Main Engine
18 - No.2 Stern Tube Lubricating Oil Pump 6 16 78 60 - No.2 Main Lubricating Oil Pump
12 21
14 19 38 for No.2 Main Engine
19 - No.3 Stern Tube Lubricating Oil Pump
20 - No.4 Stern Tube Lubricating Oil Pump 37 77 61 - Landing Space
52 63
21 - Stern Tube Lubricating Oil Cooler 62 - No.1 Main Engine Lubricating Oil
36 40 Manual Bypass Filter
22 - Spare Intermediate Shaft Bearing Body 32
92 63 - No.2 Main Engine Lubricating Oil
23 - Main Engine Tools 45 50
24 - No.1 Shaft Clutch 56 Manual Bypass Filter
25 - No.2 Shaft Clutch 44 76 64 - Spare Pump Rotor Space
43 49
26 - No.1 Main Engine Scavenge Air Box Drain Tank 55 65 - Spare Anode
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27 - No.2 Main Engine Scavenge Air Box Drain Tank 66 - No.2 Reliquefaction Plant and Cargo
48 Machinery Cooling Sea Water Pump
28 - No.1 Main Engine 7S70ME-C 75
29 - No.2 Main Engine 7S70ME-C 67 - No.1 Reliquefaction Plant and Cargo
47 54 91 Machinery Cooling Sea Water Pump
30 - Main Engine Spare and Tool Space
42 74 68 - No.3 Main Cooling Sea Water Pump
31 - No.1 Main Engine Air Cooler Chemical Cleaning
Pump and Tank 53 69 - No.4 Main Cooling Sea Water Pump
41
32 - No.2 Main Engine Air Cooler Chemical Cleaning 70 - No.1 Fresh Water Generator Ejector Pump
Pump and Tank 31 46 71 - No.2 Fresh Water Generator Ejector Pump
35 39
33 - No.1 G/E Lubricating Oil Purifier Feed Pump 72 - No.1 Main Cooling Sea Water Pump
34 - No.2 G/E Lubricating Oil Purifier Feed Pump 34 51 62 73 89 73 - No.2 Main Cooling Sea Water Pump
35 - No.1 Main Lubricating Oil Purifier Feed Pump 74 - No.1 Ballast Pump
11 13 18 33 72
36 - No.3 G/E Lubricating Oil Purifier Feed Pump 15 21 23 75 - No.2 Ballast Pump
6
37 - No.4 G/E Lubricating Oil Purifier Feed Pump 61 71 76 - No.3 Ballast Pump
5 77 - Water Spray Pump
38 - No.2 Main Lubricating Oil Purifier Feed Pump 3 17
8 58 70 78 - No.1 Bilge, Fire and General Service Pump
39 - No.1 Lubricating Oil Transfer Pump 1 7 24 88
40 - No.2 Lubricating Oil Transfer Pump 67 79 - No.2 Bilge, Fire and General Service Pump
28 57 80 - Fire Pump
41 - Pretreatment Unit
22 66 81 - Fire Line Pressurising Jockey Pump
42 - Bilge Water Preheater
43 - Oily Water Separator 82 - Fire Line Hydrophore Tank
44 - White Box Fail-Safe System 26 65 87 83 - Marine Diesel Oil Transfer Pump
45 - Ballast Stripping Eductor 30 84 - No.1 Heavy Fuel Oil Transfer Pump
46 - Main Engine Jacket Water Tank and Transfer Pump 64 85 - No.2 Heavy Fuel Oil Transfer Pump
84
47 - Primary Dirty Bilge Tank 86 - High Sea Chest
48 - Sludge Pump 83 87 - Low Sea Chest
49 - Engine Room Bilge Pump 88 - Clean Water Drain Tank
50 - Bilge Separator Pump 89 - Separated Bilge Tank
86 90 - Bilge Holding Tank
91 - No.1 Solenoid Valve Rack for Ballast
and Fuel Oil Valves
92 - Heavy Fuel Oil Overflow/Drain Tank
16 20 24 28 32 35 39 42 46 50 54 58 62

Illustration 2.0c Engine Room 4th Deck Plan 95 94 58 - No.2 Reliquefaction Plant and Cargo Machinery
Key Cooling Fresh Water Pump
102 101
1 - Aft Peak Tank 106 99 59 - Cofferdam
2 - Emergency Fire Pump Space and Pump 105 98 60 - Workbench
103
3 - Emergency Exit 107 81 61 - No.1 Generator Engine Lubricating Oil
4 - No.1 Main Air Reservoir 88
21 74 72 76 Purifier
5 - No.2 Main Air Reservoir 80 89 62 - No.2 Generator Engine Lubricating Oil
6 - Control Air Reservoir 84 91 Purifier
7 - General Service Air Reservoir 60 79
63 - No.3 Generator Engine Lubricating Oil
8 - No.1 Control Air Compressor 20 85 Purifier
9 - No.2 Control Air Compressor 64 63 66 70 69
81 64 - No.4 Generator Engine Lubricating Oil
10 - No.1 Topping-Up Air Compressor 20 Purifier
11 - No.2 Topping-Up Air Compressor 65 - No.1 Main Lubricating Oil Purifier
12 - No.1 Main Air Compressor 66 - No.2 Main Lubricating Oil Purifier
13 - No.2 Main Air Compressor 20 50 67 - No.1 Heavy Fuel Oil Purifier
14 - No.1 General Service Air Compressor 68 - No.2 Heavy Fuel Oil Purifier
15 - No.2 General Service Air Compressor 69 - No.3 Heavy Fuel Oil Purifier
16 - Auxiliary Air Reservoir 49 70 - No.4 Heavy Fuel Oil Purifier
17 - No.1 Soot Collecting Tank 18 45 71 - No.1 Main Lubricating Oil Purifier Heater
18 - No.2 Soot Collecting Tank 72 - No.2 Main Lubricating Oil Purifier Heater
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19 - Hydraulic Oil Storage Tank for Shaft Clutch 46 54 73 - No.1 and No.2 Generator Engine Lubricating Oil
20 - Vent Purifier Heater
3
21 - Cofferdam Under Heavy Fuel Oil Tanks 74 - No.3 and No.4 Generator Engine Lubricating Oil
22 - Outlet Station for Arc Welding Socket 15 53
20 Purifier Heater
23 - No.1 Control Air Dryer 75 - No.1 and No.2 Heavy Fuel Oil Purifier Heaters
24 - No.2 Control Air Dryer 14
20 76 - No.3 and No.4 Heavy Fuel Oil Purifier Heaters
25 - No.1 Auxiliary Boiler Feed Water Pump for No.1 Auxiliary Boiler 35 37 77 - No.1 Heavy Fuel Oil Purifier Feed Pump
7 28 27 43
26 - No.2 Auxiliary Boiler Feed Water Pump for No.1 Auxiliary Boiler 52 78 - No.2 Heavy Fuel Oil Purifier Feed Pump
11
5 13 26 25 51
29 - No.1 Main Engine Jacket Cooling Fresh Water Pump 81 - Auto Filter
for No.1 Main Engine 82 - No.2 Heavy Fuel Oil Circulating Pump
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30 - No.2 Main Engine Jacket Cooling Fresh Water Pump for No.1 Main Engine
1 33 59
for No.1 Main Engine 16 48 83 - No.1 Heavy Fuel Oil Circulating Pump
31 - No.1 Main Engine Jacket Cooling Fresh Water Pump for No.1 Main Engine
for No.2 Main Engine 2 12
4 84 - No.2 Heavy Fuel Oil Circulating Pump
32 - No.2 Main Engine Jacket Cooling Fresh Water Pump 30 29 for No.2 Main Engine
39 38 47
for No.2 Main Engine 24 23 85 - No.1 Heavy Fuel Oil Circulating Pump
33 - Rehardening Filter 10
6 22 for No.2 Main Engine
34 - Main Engine Jacket Water Preheater for No.1 Main Engine 34 36 42 86 - No.1 Heavy Fuel Oil Supply Pump
35 - Main Engine Jacket Water Preheater for No.2 Main Engine 20
9 for No.1 Main Engine
36 - Deaeration Vessel for No.1 Main Engine 87 - No.2 Heavy Fuel Oil Supply Pump
37 - Deaeration Vessel for No.2 Main Engine 20 58 for No.1 Main Engine
8
38 - No.1 Main Engine Jacket Fresh Water Cooler for No.1 Main Engine 88 - No.2 Heavy Fuel Oil Supply Pump
39 - No.2 Main Engine Jacket Fresh Water Cooler for No.1 Main Engine 3
for No.2 Main Engine
40 - No.1 Main Engine Jacket Fresh Water Cooler for No.2 Main Engine 57
46 89 - No.1 Heavy Fuel Oil Supply Pump
41 - No.2 Main Engine Jacket Fresh Water Cooler for No.2 Main Engine for No.2 Main Engine
42 - No.1 Fresh Water Generator 44 90 - Heavy Fuel Oil Heaters for No.1 Main Engine
43 - No.2 Fresh Water Generator 17
56 91 - Heavy Fuel Oil Heaters for No.2 Main Engine
44 - No.1 Main Engine 92 - No.1 Supply Pump for No.1 and No.2 Generator Engine
45 - No.2 Main Engine 93 - No.2 Supply Pump for No.1 and No.2 Generator Engine
46 - Lift Space 20 55
19 94 - No.2 Supply Pump for No.3 and No.4 Generator Engine
47 - No.1 Central Fresh Water Cooler 95 - No.1 Supply Pump for No.3 and No.4 Generator Engine
48 - No.2 Central Fresh Water Cooler 96 - No.1 Circulating Pump for No.1 and No.2 Generator Engine
49 - No.3 Central Fresh Water Cooler 20 97 - No.2 Circulating Pump for No.1 and No.2 Generator Engine
50 - No.4 Central Fresh Water Cooler 81
62 61 65 68 67 98 - No.1 Circulating Pump for No.3 and No.4 Generator Engine
51 - No.1 Low Temperature Cooling Fresh Water Pump 20 83 99 - No.2 Circulating Pump for No.3 and No.4 Generator Engine
52 - No.2 Low Temperature Cooling Fresh Water Pump 60 78 100 - Heavy Fuel Oil Heater for No.1 and No.2 Generator Engine
53 - No.3 Low Temperature Cooling Fresh Water Pump 82 90 101 - Heavy Fuel Oil Heater for No.3 and No.4 Generator Engine
54 - No.4 Low Temperature Cooling Fresh Water Pump 77 87
102 - Generator Engine Marine Diesel Oil Pump
55 - No.1 Reliquefaction Plant and Cargo Machinery 21 73 71 75
86 103 - Generator Engine Emergency Diesel Oil Pump
Fresh Water Coolers 103 81 104 - Incinerator Marine Diesel Oil Pumps
108
56 - No.2 Reliquefaction Plant and Cargo Machinery 104 97 105 - Auxiliary Boiler Heavy Fuel Oil Heater
Fresh Water Coolers 102 106 - Auxiliary Boiler Heavy Fuel Oil Supply Pumps
109 96 100
57 - No.1 Reliquefaction Plant and Cargo Machinery 107 - Auxiliary Boiler Marine Diesel Oil Ignition Pumps
Cooling Fresh Water Pump 93 92 108 - Sludge Dewatering Unit Heater
18 22 26 30 34 38 42 46 50 54 58 62 66 109 - Sludge Dewatering Unit

Illustration 2.0d Engine Room 3rd Deck Plan

Key
1 - Potable Fresh Water Tank (Port) 56 - Heavy Fuel Oil Service Tank (Port)
2 - Distilled Fresh Water Tank (Starboard) 14 15 57 - Heavy Fuel Oil Service Tank (Starboard)
3 - Rope Storage Area 58 - Heavy Fuel Oil Settling Tank (Port)
4 - Steering Gear Room 8 59 - Heavy Fuel Oil Settling Tank (Starboard)
10 16 17
5 - Emergency Exit 60 - No.1 Main Engine
51 52 54 56 58
6 - Emergency Fire Pump Space 61 - No.2 Main Engine
7 - Local Fire Fighting Pump and Valve Unit Space 1 18 62 - Lifting Space
11 9 53
8 - Inert Gas Generator Room 63 - Cylinder Liners
9 - Inert Gas Generator Cooling Unit 20 64 - Complete Cylinder Cover
10 - Fresh Water Hydrophore Unit 12 65 - Cylinder Cover
11 - Drinking Water Hydrophore Unit 22 66 - Exhaust Valves
12 - UV Steriliser 13 67 - Stuffing Box
13 - Oxygen Analyser Panel 63 68 - Cross Bar
14 - No.1 Gas Combustion Unit 73 69 - Support for Piston
Marine Diesel Oil Ignition Pumps 21 63 70 - Cylinder Cover Rack
15 - No.2 Gas Combustion Unit 86 71 - Piston
Marine Diesel Oil Ignition Pumps 69 72 - Main Engine Exhaust Gas Pipe
61 64
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16 - No.1 Gas Combustion Unit 73 - Dismantling Device
Marine Diesel Oil Support Burner Pump 71 62 66 74 - Sewage Holding Tank
22
17 - No.2 Gas Combustion Unit 28 71 88 75 - Vacuum Toilet Unit
5 67
Marine Diesel Oil Support Burner Pump 76 - Sewage Treatment Plant
18 - Inert Gas Generator Marine Diesel Oil 72 77 - Main Engine Tools
Supply Pump 26 90 78 - Generator Engine Fuel Oil Inlet Emergency
19 - No.1 Purifier Exhaust Fan and Damper Shut-Off Valve Box
20 - No.2 Purifier Exhaust Fan and Damper 83 82 84 79 - Outlet Station for Arc Welding Socket
21 - Inert Gas Generator 92 80 - No.1 Boiler Water Circulation Pumps
22 - Vent for No.1 Economiser
23 - No.1 Generator Engine 25 81 - No.2 Boiler Water Circulation Pump
81 80 85
24 - No.2 Generator Engine for No.1 Economiser
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25 - No.3 Generator Engine 94 82 - No.1 Boiler Water Circulation Pump
26 - No.4 Generator Engine 79 77 for No.2 Economiser
4
27 - Jacket Preheating Unit for No.1 and 83 - No.2 Boiler Water Circulation Pump
No.2 Generator Engine 78 for No.2 Economiser
95
28 - Jacket Preheating Unit for No.3 and 6 84 - Atmospheric Dump Drain Condenser
No.4 Generator Engine 24 85 - Cascade and Observation Tank
29 - Arc Welder 86 - Cylinder Oil Storage Tank for Low Sulphur
30 - Welding Table 74 75 76 93 Heavy Fuel Oil (Port)
31 - Gas Station and Hose Hanger 87 - Cylinder Oil Storage Tank for Low Sulphur
32 - Plasma Cutting Machine Heavy Fuel Oil (Starboard)
33 - Fuel Valve Rack 23 91 88 - Cylinder Oil Storage Tank (Port)
34 - Generator Engine Fuel Valve Tester 72 89 - Cylinder Oil Storage Tank (Starboard)
and Bench 71 90 - Generator Engine Lubricating Oil
35 - Main Engine Fuel Valve Tester 5 27 89 Storage Tank (Port)
36 - 38mm Drilling Machine 22 70 66 91 - Generator Engine Lubricating Oil
62
37 - Boring and Milling Machine 29 Storage Tank (Starboard)
7 40 69 60
38 - Lathe 36 37 65 92 - Main Lubricating Oil Storage Tank (Port)
39 - Shaping Machine 30 31 32 38 67 93 - Main Lubricating Oil Storage Tank (Starboard)
39 64 87
40 - Package Air Conditioner 41 42 94 - Main Lubricating Oil Settling Tank (Port)
41 - Pipe Bending Machine 68 95 - Main Lubricating Oil Settling Tank (Starboard)
42 - Wheel Cutting Machine 33 43 44 63 96 - No.2 Solenoid Valve box
3 49 96
43 - Pipe Threading 48
44 - Workbench 22
34 35 45 46 47
45 - Grinding Machine (WD 300)
46 - Grinding Machine (WD 200) 19
50
47 - Bench Drilling Machine
48 - Tool Board 2
49 - Sawing Machine 55 57 59
50 - Open Shelves 50 50 50
51 - Inert Gas Generator Marine Diesel Oil Service Tank
52 - Low Sulphur Heavy Fuel Oil Tank
53 - Heavy Fuel Oil Overflow Tank
54 - No.2 Heavy Fuel Oil Storage Tank (Port)
55 - No.2 Heavy Fuel Oil Storage Tank (Starboard)
18 22 26 30 34 38 42 46 50 54 58 62 66

Illustration 2.0e Engine Room 2nd Deck Plan

Key
1 - Inert Gas Generator Blower Units 41 - Hydraulic Oil Storage Tank for
2 - Inert Gas Chiller Unit Hydraulic Power Pack
3 - Inert Gas Dryer Unit 42 - Engine Control Console
4 - Purifier Exhaust Vent 43 - Lift Shaft
5 1
5 - Vent 44 - No.1 Pack Air Conditioning
6 - Deck Opening 65 67 68 for Engine Control Room
2
7 - Refrigerant Recovery Bottles 45 - No.2 Pack Air Conditioning
8 - No.1 Auxiliary Boiler 1 for Engine Control Room
9 - No.1 Auxiliary Boiler Burner 4 46 - Cooling Fresh Water Pump
64
10 - No.2 Auxiliary Boiler 47 - Workbench
11 - No.2 Auxiliary Boiler Burner 5 48 - No.1 AC 440V Main Switchboard
63 62 5
12 - Generator Engine Silencer 49 - No.2 AC 440V Main Switchboard
13 - Boiler Water Test Bench with 3 50 - No.1 450V Main Transformer
Sampling Cooler 51 - No.2 450V Main Transformer
14 - Chemical Dosing Unit for No.1 Boiler 6 52 - No.1 Control Instrument Transformer
15 - Chemical Dosing Unit for No.2 Boiler 49 53 - No.2 Control Instrument Transformer
16 - Waste Oil Heater 6 54 - No.1 6.6kV Main Transformer
17 - Waste Oil Transfer Pump 55 - No.2 6.6kV Main Transformer
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18 - Waste Oil Filter 5 5 51 53 56 - No.1 6.6kV Main Switchboard
19 - Auxiliary Boiler Control Panels 7 57 - No.2 6.6kV Main Switchboard
20 - No.1 Reefer Provisions Plant 7 7 55 58 - No.1 F/C for No.1 Reliquefaction Plant
21 - No.2 Reefer Provisions Plant 45 57 59 59 - No.2 F/C for No.1 Reliquefaction Plant
22 - No.1 Air Conditioning Plant 60 - No.1 Package Air Conditioner
23 - No.2 Air Conditioning Plant for No.1 Main Switchboard
12 23
24 - Outlet Station for Arc Welding Socket 61 - No.2 Package Air Conditioner
25 - No.1 High Temperature for No.1 Main Switchboard
Cooling Fresh Water Expansion Tank 12 10 62 - No.1 Package Air Conditioner
26 - No.2 High Temperature 22 6 for No.2 Main Switchboard
70 11
Cooling Fresh Water Expansion Tank 63 - No.2 Package Air Conditioner
13 26 43
27 - No.1 Calorifier for No.2 Main Switchboard
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28 - No.2 Calorifier 71 64 - Trunk for Bunker Piping
16
42
29 - No.1 Hot Water Circulating Pump 18 19 65 - Marine Diesel Oil Service Tank (Port)
72 15
30 - No.2 Hot Water Circulating Pump 17 66 - Marine Diesel Oil Service Tank (Starboard)
31 - Grease Trap 14 67 - Low Sulphur Heavy Fuel Oil Tank
73 25
32 - Welding Space Exhaust Fan 9 6 68 - No.2 Heavy Fuel Oil Storage Tank (Port)
and Damper 21 58 69 - No.2 Heavy Fuel Oil Storage Tank (Starboard)
12
33 - No.1 N2 Generator 8 70 - Down to Steering Gear Room
34 - No.2 N2 Generator 71 - Air Lock
12 20 24 56
35 - N2 Storage Tank 72 - Oxygen Room
36 - Lifting Space 73 - Acetylene Room
47 46 44
37 - Engine Room Unit Toilet
with Exhaust Fan 28 30 27
31 54
38 - Hydraulic Power Pack for Ballast and
5 5 50 52
Engine Room Valve Control 29
39 - Accumulator 37
40 - Hydraulic Power Pack for
32 34
Cargo Valve Control 36
48
33
35
5 61 60 5
4 64
66 69
38 39 40
41
18 22 26 30 34 38 42 46 50 54 58 62 66

Illustration 2.0f Engine Room Upper, A, B, C and D Deck Plan

Upper
C Deck
Deck C
A Deck B
C Deck C Deck D
C Deck
27
25 26 39 41
38
19 23 40
36 37
16 35 16 16
34
5 21 5 5 46 45 47
22
52 53 53
6
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2 24 2
54
24 49 24
19
20
42
28 28 28
4 28
28 28
29 29 29
51
18 18 17 17 17 17
29 29 50 29
28 28 28
3
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28 28 28
42
33
9 24 48 24
15
30
1 1
8 32
31 53 53
12 14 52
5 7 5 5 44 43 47
16 16 16
11 11
10 13
27
18 22 26 30 34 37 18 22 26 30 34 37 18 22 26 30 34 37 18 22 26 30 34 37 22 26 30 34 37
Key
1 - No.1 Economiser 12 - Welding Space Exhaust Vent 23 - Gas Combustion Unit Oil Air Rack 34 - Cofferdam 45 - No.3 Engine Room Supply Fan
2 - No.2 Economiser 13 - Foam Room 24 - Landing Space 35 - Marine Diesel Oil Tank 46 - No.4 Engine Room Supply Fan
3 - No.1 Auxiliary Boiler 14 - Deck Store 25 - Chemical Store 36 - Air Compressor 47 - Fresh Air Intake
4 - No.2 Auxiliary Boiler 15 - Deck Workshop 26 - Battery Room 37 - Emergency Air Receiver 48 - Gas Combustion Unit Dilution Air Fan No.1
5 - Vent 16 - Engine Room Hatch 27 - Purifier Exhaust Vent Head 38 - Emergency Generator Engine 49 - Gas Combustion Unit Dilution Air Fan No.2
6 - Mist Vent Pipe Box (Port) 17 - Gas Combustion Unit 28 - Generator Engine Exhaust Gas Pipe 39 - Battery Box 50 - No.1 Boil-Off Leak Gas Extraction Fan
7 - Mist Vent Pipe Box (Starboard) 18 - Gas Combustion Unit Valve Hood Room 29 - Boiler Exhaust Gas Pipe 40 - Emergency Switchboard 51 - No.2 Boil-Off Leak Gas Extraction Fan
8 - No.1 Low Temperature Cooling Fresh Water Expansion Tank 19 - Gas Combustion Fan Room 30 - Incinerator Room 41 - Transformer 52 - Engine Room Fan Start Panel
9 - No.2 Low Temperature Cooling Fresh Water Expansion Tank 20 - Gas Combustion Unit Cooling Fan Unit 31 - Incinerator 42 - Main Engine Exhaust Gas Pipe 53 - Engine Room Supply Fan Inlet with Silencer
10 - Paint Store 21 - Gas Combustion Unit Combustion Fan 32 - Incinerator Waste Oil Tank 43 - No.1 Engine Room Supply Fan 54 - Mushroom Vent Head for Boil-Off Leak Gas Vent
11 - Swimming Pool Tank 22 - Gas Combustion Unit Combustion Fan 33 - Garbage Store 44 - No.2 Engine Room Supply Fan

Illustration 2.0g Engine Room Cross-Section

Funnel Top
28 28
No.3 Stringer
Key
No.2 Stringer 1 - Emergency Exit
2 - Main Air Receiver
3 - GS/Control Air Receiver
No.1 Stringer 4 - Inert Gas Generator Room
5 - Inert Gas Generator Cooling Unit
6 - Inert Gas Generator
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7 - Fresh Water Hydrophore Tank
C Deck
8 - Generator Engine
27 27 9 - Nozzle Cooling Unit
26 26 10 - Engine Workshop
B Deck 11 - Engine Room Store
12 - Inert Gas Generator Blower Units
23 25 13 - Inert Gas Generator Dryer
14 - Spare Bottles
A Deck
15 - Generator Engine Silencer
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16 - Auxiliary Boiler
22 17 17 24
17 - Economiser
Upper Deck 18 - Exhaust Fan
16 16 19 - N2 Storage Tank
21 20 - Hydraulic Power Pack
12 12 15 15 15 15 21 - Hydraulic Power Unit Room
13 14 19 20 22 - Gas Combustion Unit Fan Room
18
2nd Deck (20,945 A/B) 23 - Emergency Generator and Switchboard Room
24 - Chemical Store
25 - Awning Area
4 6 26 - Vent Fan
10 11 27 - Damper
7 5 8 8 8 8
28 - Engine Room Surplus Air Exhaust
9 9
3rd Deck (13,635 A/B)
3 2 2 3
4th Deck (8,660 A/B) 1 1
Floor (4,825 A/B)
Tank Top (2,570 A/B)
Frame 18- Frame 26

Illustration 2.0h Engine Room Elevation
Key
1 - Stern Tube Cooling Fresh Water Tank 17 - Steering Gear Room
2 - Bilge Well 18 - Fresh Water Tank
3 - Sea Chest for Emergency Fire Pump 19 - Generator Engine Room
4 - Stern Tube Lubricating Oil Drain Tank 20 - Generator Engine
No.1 Stringer
5 - Shaft Clutch 21 - Engine Room Crane
6 - Main Engine 22 - Cylinder Oil Storage Tank For LSHFO
32
7 - Main Lubricating Oil Sump Tank 23 - Main Switchboard Room
8 - Main Lubricating Oil Pump 24 - Cofferdam C Deck
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9 - Reliquefaction Cooling Water Sea Water Pump 25 - Engine Room Hatch 31 31
10 - Strainer 26 - Generator Engine Silencer 30
11 - Separation Bilge Oil Tank 27 - Economiser B Deck
12 - Clean Bilge Tank 28 - Deck Workshop
13 - Reliquefaction Plant and 29 - Incinerator Room 29
Cargo Machinery Fresh Water Cooler 30 - Gas Combustion Unit Dilution
A Deck
14 - Control Air Compressor Fan Air Intake
15 - Emergency Exit 31 - Vent Fan
16 - Aft Peak Tank (Centre) 32 - Air Intake 27 28
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Upper Deck
25
24
26
23
2nd Deck (20,945 A/B)
19
17 18 21
22
20
3rd Deck (13,635 A/B)
16
15
14 13
4th Deck (8,660 A/B)
9 10
6
8
5 Floor (4,825 A/B)
1 11 Tank Top (2,570 A/B)

2 3 4 7 12

Illustration 2.1.1a Main Engine
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QGTC

2.1 Main Engine Introduction The hydraulic power supply (HPS) unit provides the hydraulic power, while the
hydraulic cylinder units (HCUs) regulate the supply of hydraulic oil to the fuel
2.1.1 Main Engine Details The vessel is equipped with two main engines with each driving a fixed pitch injection booster pumps and the exhaust valve actuators.
propeller. The drive to the propellers is via a clutch, which allows the engine to
Manufacturer: Doosan MAN B & W be disconnected from the propeller should that be necessary. The engine interface control unit (EICU) performs interface tasks with control
Model: 7S70ME-C stations such as the bridge control system and the engine control system. The
The 7S70ME-C engines are a single-acting, two-stroke, direct reversible, engine control system (ECS) controls the operation of the HCU and other
Number of engines: 2 engine systems as follows:
diesel engine of crosshead design with exhaust gas turbocharging and uniflow
Type: Electronically-controlled, two-stroke, single-acting, scavenging. The engines do not have a conventional camshaft but have
direct reversible, crosshead diesel engine operating • Electronically profiled fuel injection (EPIC)
electronic control of the fuel injection and exhaust valves. Tie rods bind the
on uniflow scavenging with constant pressure bedplate, columns and cylinder jacket together. Crankcase and cylinder jackets • Exhaust valve actuation
turbocharging and air cooler are separated from each other by a partition, which incorporates the sealing • Fuel injection booster pumps
Number of cylinders: 7 gland boxes through which the piston rods pass. The cylinders and cylinder
heads are fresh water cooled. • Air starting system
Cylinder bore: 700mm
Stroke: 2,800mm • Speed control functions (governor functions)
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The exhaust gases flow from the cylinders through the hydraulically-operated
Output (MCR): 25,700 bhp at 91 rpm • Auxiliary blowers
exhaust valves, which are fitted with small vanes on their spindles designed
Mean effective pressure: 150 bar at maximum continuous rating (MCR) to make the valves rotate in service. The gases then pass into an exhaust gas
The hydraulic power supply unit (HPS) consists of engine-driven and
Output (NCR): 21,845 bhp at 86.2 rpm manifold from where they pass through constant pressure turbochargers; two
electrically-driven pumps which pressurise the hydraulic circuit. Oil for the
Direction of rotation: No.1(S): Anti-clockwise looking from aft turbochargers have been fitted to each engine.
hydraulic circuit is taken from the main engine lubricating oil circulation
No.2(P): Clockwise looking from aft system after passing through an additional filter.
The charge air delivered by each turbocharger flows through charge air coolers
Minimum speed: 21.0 rpm and water separators into the scavenge air receiver. The combustion air enters
Barred speed range: 30 - 37 rpm The engine control room is equipped with main operating panel screens (MOP),
the cylinders through the scavenge ports when the pistons are nearly at their
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which are essentially a personal computer with a touch screen (main screen)
Fuel oil: Maximum specific gravity 0.991 at 15°C bottom dead centre (BDC) position. At low engine loads, electrically-driven
as well as a trackball (back-up system screen) from where the ship’s engineers
Lower calorific value 42,700kJ/kg auxiliary blowers are used to boost the air supply to the scavenging air space.
can carry out main engine commands, adjust engine parameters, select running
Fuel consumption: 118.6g/bhp per hour at NCR modes and observe the status of the control system.
Engine starting is by compressed air at 30kg/cm2 with the supply of air to the
Firing order: 1-7-2-5-4-3-6 cylinders being controlled by means of pilot air sent to the cylinder starting
A local operating panel (LOP) for each engine allows basic functions such as
valves via electronically-operated valves.
engine starting, engine speed control, stopping and reversing, with only the
Turbochargers most important engine data displayed.
The engines are fitted with a Geislinger torsional vibration damper, which
Manufacturer: MAN is a spring coupled type. The damper is mounted on the forward end of the
No. of sets: 2 per engine crankshaft and is supplied with lubricating oil from the main LO system. The Lubricating Oil System (See Section 2.8.2)
Type: TCA66-20 engines are also fitted with a second order compensator.
The engine lubrication system, with the exception of cylinder oil lubrication, is
The engines are provided with electronic governors, which are an integral part supplied by one of two main LO pumps with a capacity of 465m³/h at 4.4kg/cm².
Auxiliary Blowers
of the engine control system. In case of failure of the remote manoeuvring These pumps take their suction from the engine’s sump and supply oil to the
Manufacturer: Hyundai Marine Machinery control system, the engines can be controlled from control panels located at following:
No. of sets: 2 per engine each engine side. Reversing of the engines is performed electronically by
changing the timing of the fuel injection, the exhaust valve activation and the • The main bearings
Model: HAA 400/125M
Maximum capacity: 4.23-7.25m³/second air starting valves. • The crosshead bearing system
Motor rating: 440V, 90kW, 60Hz • The hydraulic power supply unit
The engines are fitted with electronically-controlled fuel injection and exhaust
Speed: 3,570 rpm valves. The conventional camshaft operated fuel injection pumps and exhaust • The turbochargers
valve actuators have been replaced by hydraulically-operated units which • The intermediate shaft bearing
are controlled by the electronic system. Hydraulic power units supply high
pressure oil to power the fuel injection booster pumps and the exhaust valve When one LO pump is running the other is normally switched to standby for
actuators, solenoid controllers directing the hydraulic oil to these units to give automatic starting in the event of the discharge pressure of the operating pump
the correct timing and operational duration. falling below a predetermined value.

Illustration 2.1.1b Main Engine Hydraulic Oil System
Exhaust
Valve
Return
to Tank
Fuel
Valves
Key
Hydraulic/Lubricating Oil
Heavy Fuel Oil

Fuel Exhaust Valve
Pump Actuator
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LS
ZV
Distributor Block ZT
Hydraulic Power Supply Unit
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PT
PT PT
PT
FT
ZV
ZV
PT PT PT M M
Engine
Step-up Gear 50
Driven Electric
Pumps Driven Pumps
Filter Unit
Lubricating and
Cooling Oil Pipes
Backflushing Oil
Alarm LS
To AE Engine Lubricating Oil
Box LS
Lubricating Oil

The oil temperature in the system is controlled by a fresh water-cooled LO alarm. An engine shutdown is activated if the turbocharger LO supply pressure Hydraulic Oil Servo System
cooler that regulates the oil entering the engine to 47°C. Oil contamination falls below its set point. The LO outlet from the turbochargers is equipped with
is controlled by a 40 micron automatic backflush filter with a manual bypass a sight glass to allow the oil flow to be monitored. The hydraulic oil servo system is as shown in illustration 2.1.1b and provides
strainer through which the oil has to pass before it is allowed to enter the hydraulic power for operating the fuel injection booster pumps, the exhaust
engine. The oil has good oxidation resistance and detergent properties with a valve actuators and the cylinder lubricators. The hydraulic power supply unit
viscosity grade of SAE 30. Cylinder Lubrication System comprises engine-driven hydraulic pumps and electrically-driven pumps. The
pumps take their suction from the same filter unit and deliver pressurised oil
Cylinder lubricating oil differs from the oil used for crankcase lubrication, as
Main and Crosshead Bearing Oil System into the safety and accumulator block which then supplies the HCU mounted
it needs to neutralise the acid products of combustion and maintain an oil film
at each cylinder.
The main bearing and crosshead LO systems are supplied from the main LO at conditions of high temperature and pressure, and keep the liner surface clean
pump at a pressure of 4.4kg/cm2. The oil is fed to each main bearing through at all times. It is essential that the correct cylinder lubricating oil is used for
The engine-driven hydraulic oil pumps are of the variable displacement
branches from the main LO pipe located along the engine at the level of the the fuel being used, usually either HFO or low sulphur HFO. The cylinder oil
swash plate type and are of the same size. The displacement is electronically
main bearings. The torsional vibration damper is also supplied with LO from used is highly alkaline in its composition and has a viscosity equating to SAE
controlled by the engine control system (ECS) via a control valve built on to
the main bearing system. 50. Lubricating oil is injected into the engine cylinders via 8 lubricator quills
the pumps, and the pumps operate to supply oil at a pressure of between 150 to
which are located around the cylinder periphery.
210 bar. The flow is determined by the actual displacement and the rotational
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The torsional vibration damper and second order compensator are described in speed. The pumps are designed to have two directions of rotation and two
Section 2.1.6 below. The main engine lubricating control system (LUBECS) provides the operational
directions of flow, as the engine is reversible.
monitoring and control of the cylinder lubrication plant which lubricates the
The crosshead bearings are fed from a separate LO supply manifold located cylinders of the engine. The control system is monitored via the engine control
below the turbochargers. The oil enters the crossheads via internal telescopic system, with operating parameters displayed on the main operating panels in Hydraulic Cylinder Unit
pipes and is distributed to lubricate and cool as follows: the ECR. The cylinder lubrication system is designed to supply cylinder oil There is one HCU per cylinder and this consists of a distributor block and the
intermittently to the cylinder lubricator quills, injecting oil as the piston passes fuel injection valve actuator system (FIVA). The function of the distributor
• To lubricate the crosshead pin bearings, crosshead shoes and the quills on the upward stroke.
guides. block is to distribute the hydraulic oil to the FIVA system and the drive for
the cylinder lubrication. The FIVA incorporates the electronically-controlled
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• Bores in the piston rod direct oil to the piston crown for cooling The basic feed rate of the oil is a calculated rate for the complete lubricator fuel injection system and the electronically-controlled exhaust valve actuation
purposes. system and is based upon the engine manufacturer’s recommended feed rate system. The electronic fuel injection (ELFI) and electronic exhaust valve
and the sulphur content of the fuel. Engine load is another important parameter actuator (ELVA) are the solenoid-controlled hydraulic units which operate the
• Bores in the connecting rod direct oil to the bottom end bearing
affecting the cylinder oil feed rate. A load change dependent controller (LCD) fuel injection booster pump and the exhaust valve actuators. These deliver the
for lubrication.
is incorporated in the control system which automatically adjusts the feed desired fuel timing and fuel quantity, and the desired exhaust valve timing for
rate according the load on the engine. The LCD will also adjust the feed rate the required engine operating condition.
Hydraulic Power Supply according to the operating conditions during starting, manoeuvring and load
The hydraulic power supply (HPS) unit is supplied with oil from the main LO changes. A minimum feed rate is set for the lubricators and prior to starting the Also fitted on the distributor block are hydraulic accumulators which are
system after passing through an automatic backflushing filter. In addition to engine can be prelubricated. During running-in periods the system allows the precharged with nitrogen. The accumulators ensure that the necessary
supplying the fuel injection booster pumps and the exhaust valve actuators, the operator to increase the lubrication feed rate to individual units; when running hydraulic oil peak flow is available for the injection of fuel oil and actuation
hydraulic oil is also used to drive the cylinder lubricator units. The drive gear in new piston rings or cylinder liners the manufacturer’s recommendations of the exhaust valves.
for the engine-driven hydraulic pumps is supplied with lubricating oil from the should always be followed. Further details regarding the control and operation
crosshead system manifold. The automatic backflush filter is provided with a of the cylinder lubrication system are given in Section 2.1.2 of this manual. The engine-driven hydraulic pumps are driven from the crankshaft by means
manual bypass strainer. of a step-up gear; axial type piston pumps supply hydraulic oil to the HCUs
Each main engine has two storage tanks for cylinder lubricating oil, one for at operating pressures of between 150 and 210 bar. The engine-driven pumps
low sulphur HFO and one for HFO; the capacity of each tank is 36.9m3. From operate whenever the engine is running and are the main means of supplying
Turbocharger Bearing Oil the storage tanks the cylinder oil is fed by gravity to cylinder oil heating tanks servo oil to the HCUs. The electrically-driven pumps operate when starting the
The turbocharger is equipped with plain journal bearings and these are supplied via duplex filters. The tanks have a capacity of 37 litres and are equipped main engine and during manoeuvring.
with LO from the engine system. Each turbocharger is equipped with a with thermostatically-controlled electric heating elements to maintain the oil
dedicated LO reserve tank and in the event of a failure in the main LO supply, supply at a temperature of 40°C. The oil flows by gravity from the heating
tanks to the cylinder lubricator unit; each cylinder on the engine is provided Electronic Fuel Injection
the oil in the tank allows the rotor bearings to be lubricated during the time
necessary for the rotor to be stopped (approximately 20 minutes). with a lubricator unit and these are driven by servo oil supplied from the HPS. The electronic fuel injection (ELFI) system essentially consists of a high
The lubricator units are fitted with a level switch which allow them to be pressure fuel injection pump which is driven by a hydraulic servo piston
Because of the nature of turbochargers and the high speeds at which they rotate, replenished from the cylinder oil heating tank as required. powered by pressurised oil from the HPS. Hydraulic oil supply to and from the
it is essential that the turbocharger bearings receive a plentiful supply of oil at hydraulic servo cylinder is controlled by the ELFI proportional valve which
all times to prevent bearing failure. The oil supply to the turbocharger is fitted is activated by a solenoid. The solenoid is controlled by the engine control
with a low pressure alarm and the outlet flow is fitted with a high temperature system and so it is possible to infinitely vary the start and end of injection.

This means that the timing of the fuel injection can be controlled to regulate The position of the crankshaft is monitored by an angle decoder which is valves, and the low temperature (LT) central fresh water cooling system for the
the peak cylinder pressure and the period of fuel injection can be changed to located at the forward end of the engine. For redundancy reasons the angle scavenge air coolers and lubricating oil coolers.
suit the engine output. The control system sends signals to the solenoid valve decoder has two encoders.
which is connected to the ELFI proportional valve and this in turn directs The HT cooling fresh water system is a closed-circuit system that supplies
pressurised hydraulic oil to and from the hydraulic piston. The hydraulic piston Four pick-up sensors are mounted near the engine turning wheel; the sensors cooling water to the cylinders and exhaust valves and has its temperature
then operates the fuel injection pump plunger. are located close to a marker ring which is mounted on the shaft. The sensors controlled by a three-way valve arrangement, which diverts water to the
are connected to the engine control system and allow the engine speed and inlet of the main engine jacket fresh water coolers. The cooling fresh water
The fuel injection pump takes suction from the fuel oil supply main to the direction to be monitored. Overspeed is detected by the tacho pick-ups which is chemically treated with an inhibitor to prevent corrosive attack, sludge
engine and then directs high pressure fuel to the injectors located in the are mounted next to the engine’s flywheel. When the engine’s rpm exceeds formation and scale deposits within the system.
cylinder cover. The fuel main supplying the fuel injection pumps at the HCU the overspeed limit (107% of MCR - adjustable), a hard-wired signal from the
is maintained at a pressure of 7.0 to 8.0kg/cm² by a pressure regulating bypass detection system connects to the engine control system for direct activation of
Cooling Water System Description
valve located at the end of the fuel supply manifold. The fuel oil high pressure the emergency stop system via the ECS.
pipes are equipped with protective hoses, and are neither heated nor insulated. Each main engine has a separate and independent high temperature (HT)
Any leakage from the protective hoses is led to an alarmed collecting tank and low temperature (LT) cooling fresh water system. The engine’s high
which is trace heated. Governor temperature cooling water system is supplied by two jacket cooling water
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pumps, one operational and the other on standby. The water temperature
Because each cylinder has a separate HCU with its own ELFI actuator, The engine’s speed is controlled by an electronic governor which is an integral leaving the engine is controlled at 82°C by a three-way valve that diverts
individual cylinder fuel injection timing and fuel injection quantity can be part of the engine control system (ECS). The speed reference point is taken some water to the jacket water cooler inlet. The remainder flows back to the
varied separately as required. This means that optimum performance can be from the telegraph (usually the bridge telegraph) and the ECS determines suction side of the main jacket cooling water pumps. The amount of water
obtained from each cylinder. the amount of fuel to be injected to maintain this speed. The engine speed is passing through the jacket water cooler is regulated to maintain the engine’s
monitored via the speed measurement system. The engine running modes and temperature to avoid increased cylinder wear. A low cooling water temperature
governor modes are described below in Section 2.1.2 under Engine Operation can cause condensation of sulphuric acid on the cylinder walls.
Electronic Exhaust Valve Actuator System Screen.
The electronic exhaust valve actuator (ELVA) system comprises an hydraulically- Each main engine HT system incorporates a fresh water generator and this
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actuated servo piston unit which drives the hydraulic pump connected to the Fuel Oil Supply System (See Section 2.6.1) is heated by water circulating in the jacket water cooling system. The fresh
exhaust valve’s hydraulic pushrod. Hydraulic oil supply to the servo cylinder water generator acts as cooler for the jacket cooling water and reduces the
is controlled by the ELVA valve which in turn is operated by a solenoid. This Preheated fuel oil is delivered to the engine’s booster (injection) pumps by the requirement for cooling water to be directed through the jacket cooling fresh
solenoid is activated by the engine’s control system and so the control system supply and circulation pumps; the fuel is heated and filtered and this system water cooler.
can vary the timing and the opening period of the cylinder exhaust valve. comprises the fuel preparation unit. Fuel is supplied to the preparation unit
The ELVA valve is essentially an ON/OFF valve which opens and closes the from the service tank by the supply pumps and is then circulated round the A fresh water expansion tank is fitted in the system and this is designed to
exhaust valve at times directed by the engine control system. heaters, filter and main engine system by one of the two fuel circulation pumps. allow for volumetric changes with temperature and make up for any system
The preparation unit ensures a surplus of fuel is always available at the engine leakages. It is important that the concentration of corrosion inhibitor within
The exhaust valve is opened by hydraulic pressure but is closed by air pressure fuel booster pumps. The fuel quantity delivered by the circulation pump is the system is maintained to the manufacturer’s requirements, as untreated fresh
acting on an air piston which is located below the hydraulic actuating cylinder. greater than that required by the engine, with the surplus being fed back to the water is relatively corrosive.
When hydraulic pressure is applied to the actuating piston to open the exhaust FO circulation pump suction via the FO return pipe.
valve, the air trapped below the air piston is compressed. When the hydraulic The pH value of the cooling water should be maintained between 8.5 and 10.0
opening pressure is removed (by draining the hydraulic pushrod via the ELVA The main engine is designed to operate on heavy fuel oil during all normal at 20°C and the chloride content should not exceed 50ppm. A sudden decrease
valve) the air acts on the piston to close the exhaust valve; this is known as the conditions including manoeuvring. All of the pipes up to the high pressure fuel in the engine cooling water’s pH value can indicate exhaust gas leakage, while
‘air spring’. Make-up air supplied from the control air system is used to replace pumps on the engine are trace heated and insulated. The fuel is kept hot when an increase in chlorine content can indicate salt water contamination.
any leakage from the air spring cylinder. the engine is at rest by circulating heated fuel oil from the duty circulating
pump through the engine’s fuel system and then back to the pump’s suction The HT cooling water from the operating cooling fresh water pump is fed
manifold. For safety reasons, all high pressure lines from the engine-driven to the engine’s pipework and through branches to the cooling jacket on each
Tacho System, Engine Speed Measurement and Overspeed cylinder. The water is led from the cooling jacket up through the cylinder cover
fuel injection pumps to the injectors are encased in a protective sheath. Any
leakage from a pipe is detected by a collecting chamber fitted with a high level and exhaust valve housing and from there to a manifold through which it is
For the injection of fuel and the actuation of the exhaust valves to be made carried back to the fresh water cooler. To prevent thermal stress to the engine’s
at the correct moment, the position of the crankshaft must be relayed to the alarm.
components, the cooling water outlet temperature should be maintained as
engine control system. The tacho system is used for measuring the actual steady as possible under all load conditions; the maximum fluctuations being
engine speed, direction of rotation and synchronising the control events in Cooling Water System ±2°C under constant loads and ± 4°C during load changing conditions.
relation to the crankshaft position.
Main engine cooling is effected by two cooling water systems: the high
temperature (HT) cooling fresh water system for the cylinders and exhaust

A jacket water preheater is fitted to the system and is operated when warming Starting Air Line Safety Cap Note: The manufacturer’s instruction manual must be consulted regarding
the engine through from cold and when the engine is stopped but needs problems with turbochargers and before opening the safety valve in any
Each cylinder starting air valve inlet pipe is provided with a safety cap which
to remain in an operational condition. The HT cooling water systems are circumstances.
consists of a bursting disc enclosed by a perforated cylinder and cover. The
described in Section 2.5.1.
cover is provided with a check plate which will indicate any damage to the
bursting disc. If the disc has been damaged by excessive pressure in the Each engine is provided with two electrically-driven auxiliary blowers which
The low temperature cooling requirements are met by the port and starboard supply additional air for combustion during starting and when the engines
starting line it must be changed. The starting air valve must also be replaced or
LT central fresh water cooling systems. The LT cooling water systems supply are running at reduced loads. The auxiliary blowers draw in air from the
overhauled as this may have caused the disc to burst.
the HT coolers, LO coolers and charge air coolers as well as other auxiliary turbocharger discharge manifold before the air cooler and discharge into the
equipment. The LT cooling water systems are described in Section 2.5.2. scavenge air receiver. An automatic butterfly valve is fitted in the suction pipe
Scavenge Air System of the auxiliary blower, and this is closed when the auxiliary blower is stopped
Starting Air System (See Section 2.10.1) and the engine is running on the turbochargers only.
The air intake to the turbochargers is direct from the engine room through the
intake silencer. The air is then led via the charging air pipe, charge air cooler The auxiliary blowers start operating before the engine is started and will ensure
The starting air system is electronically controlled. Starting air is supplied to
and scavenge air receiver to the scavenge ports of the cylinder liners. The sufficient scavenge air is available to obtain a safe start. During operation of
the engine from the main starting air receivers and the air is directed to the
charging air pipe between the turbocharger and the air cooler is provided with the engine, the auxiliary blowers will be started by the control system when
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starting air manifold through the main starting valve. The main starting valve
an expansion compensator and is heat insulated on the outside. the scavenge air pressure falls below a predetermined value and will continue
is a large ball valve and a smaller ball valve is also fitted as a bypass for the
main valve (slow turn valve). The smaller valve is opened when the engine operating until the scavenge pressure rises above that value. Operation of
Each charge air cooler has a water mist catcher located on the air outlet side to the auxiliary blowers is controlled by the auxiliary control unit (ACU) and
slow turning function is activated prior to starting the engine. Both valves
separate any free condensed water from the scavenge air. The separated water networked with the engine control unit (ECU). Further details regarding the
are operated by pneumatic actuators and the main valve is equipped with a
drains to the clean water drain tank via sight glasses. The drain tank is equipped control and operation of the auxiliary blowers is given in Section 2.1.2, Engine
blocking device which will block the pneumatic actuators. The blocking device
with a float switch which will activate an alarm. If the drain tank alarm is Control Systems.
consists of a plate which is operated by a handwheel.
activated, the cause of any excessive water discharge from the air coolers must
be investigated immediately, as any water droplets entering the engine will
One starting valve (spring-loaded) is fitted on each cylinder cover, and this is Exhaust Gas System
wipe the oil film from the cylinder liner surface as the scavenge air moves
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controlled by air from the control air system. When the main starting valve is
upwards in the cylinder. Water in the cylinder combustion air will also combine
open, a chamber below the piston of the starting valve is pressurised through From the exhaust valves, the gas is led to the exhaust gas receiver where the
with the sulphurous products of combustion and can cause corrosive wear of
the main starting air pipe. The starting valve is kept closed by the spring. When fluctuating pressure from the individual cylinders is equalised and the total
the cylinder and in the exhaust gas uptakes. Excessive water in the air cooler
the chamber above the starting valve piston is pressurised with control air from volume of gas is led to the turbochargers at a constant pressure. After the
can also be caused by leakage of cooling water from the air cooler elements.
the control air system, the starting valve opens and starting air flows from the turbochargers the gas is led to the exhaust gas boilers.
main starting air pipe to the cylinder.
The air side of the air coolers is cleaned using a fixed spray system which
is used when the engine is stopped. Each engine is provided with a separate Compensators to allow for thermal expansion have been fitted between the
The ECS controls the opening and closing of the starting air valves via solenoid exhaust valves and the receiver and between the receiver and the turbocharger.
system incorporating a pump and steam heated tank for the storage and
pilot valves. Each cylinder is provided with a solenoid pilot valve and when The exhaust gas receiver and exhaust pipes are provided with insulation,
recirculation of the chemical cleaning solution. The cleaning solution is drawn
actuated by the ECS the pilot valve allows control air into the starting valve on covered by galvanised steel sheet.
from the system tank by the pump and sprayed onto the cooler elements. The
the individual cylinder cover.
solution drains back to the system tank for recirculation, with a total cleaning
time of approximately 30 minutes. The timescale and procedure for cleaning A cleaning system is supplied for the turbine and compressor sides of the
When the starting period is finished, the chamber above the starting valve piston turbocharger. The turbocharger turbine is normally dry cleaned between 20 and
the air coolers should be as indicated in the engine manufacturer’s instructions
is vented through the vent pipe of the solenoid pilot valve and the starting valve 50 operating hours, and uses compressed air to blow dry solid granules through
and the company’s operating procedures.
will close. The starting air in the chamber below the piston and the starting air the turbocharger, so removing most of the deposits which may have formed on
pipe is vented slowly through small holes in the starting air pipe. the turbine blades and nozzle vanes. The dry cleaning method will not remove
The scavenge air space on each engine is provided with a CO 2 fire extinguishing
system which is operated in the event of a scavenge space fire. Each engine thick deposits and in order to prevent a build-up, the turbine and nozzle ring
The ECS sends signals to the solenoid pilot valves which are activated in must be wet cleaned every 50 to 500 running hours by water washing the
system comprises two CO2 cylinders which are connected to the scavenge
sequence to start the engine in the required direction. The starting system also turbine side of the turbocharger.
space of each cylinder unit. An isolation valve is fitted at each cylinder and
incorporates a slow turning function which can be used to turn the engine
this must be opened on the unit affected, and the units on either side, before
through one revolution on a reduced air flow prior to starting. This function The compressor impeller is cleaned by water injection into the inlet air stream
the CO2 cylinder valve is opened. In most cases, one cylinder is sufficient to
is used if the engine has been at rest for 30 minutes or more. The control air and this should take place every 25 to 100 hours. It is very important that
extinguish a scavenge fire. The scavenge space is fitted with heat detectors
system is equipped with a blocking device which will prevent the operation of a regular cleaning routine is maintained, as if the compressor is allowed to
and with a safety valve. The safety valve is set to open should the pressure in
the air system if the engine turning gear is engaged. A detailed description of become contaminated, loosened deposits can be trapped in the narrow passages
the scavenge space rise above the normal scavenge air pressure of the engine.
the starting air system can be found in Section 2.10.1. of the air cooler element.
The valve can also be opened manually, and this may be necessary if the
turbocharger surging is experienced.

Note: Before attempting to clean the turbocharger the manufacturer’s More details on the operation of the Kidde Graviner oil mist detector have been 2. Lubricating Oil Systems
instruction manual must be consulted. The compressor and turbine are given in Section 2.1.5.
a) Check the oil level in the main engine sump of each engine and
cleaned with the turbocharger in operation and the engine load and other replenish if necessary.
parameters must be set according to the manufacturer’s instructions. Shaft Clutch
b) Start a main engine LO pump on each engine.
Manoeuvring System Each main engine is connected to the propeller by a clutch. The clutch is a
toothed type which provides a positive drive between the engine and propeller. c) Ensure all of the oil pressures are correct.
The engines are provided with a control system which is integrated with The clutch can only be engaged when the engine and propeller are stationary
and can only be disengaged when the engine speed is less than 6 rpm. The d) Ensure there is adequate oil flow through the return oil sight
the bridge manoeuvring system. The engines are directly reversible and the
propeller shaft is also equipped with a disc brake which is located beside the glasses for piston cooling, the turbochargers and the intermediate
propulsion drive is via fixed pitch propellers. The bridge manoeuvring system
clutch; the brake is used to hold the propeller shaft during clutch engaging shaft bearings.
transmits orders from the bridge and the engine speed and direction is regulated
by the engine control unit. Control of the manoeuvring system is also possible and disengaging operations. The clutch and disc brake have been described in
from the engine control room. Section 2.1.7. e) Check the cylinder LO supply to the heating tanks and ensure
that the inlet filters are clean. Check that power is available to
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A more detailed description of the main engine manoeuvring system can be the heaters.
Engine Top Bracing System
found in Section 2.1.3.
f) Check the cylinder lubrication system by pressing the
The engines are equipped with a bracing system which acts on the top part
‘prelubrication’ button on the main operating panel (MOP). The
Note: There are no official barred speed ranges on these engines, however, of the engines to provide support in the transverse direction. The system is
LEDs for feedback indication on the intermediate boxes should
there are very clear vibration peaks at around 30~37 rpm. As such, this speed provided to de-tune the natural frequencies of the engines which might cause
all be flashing. Details of the main operating panel are described
band should be avoided in service. During sea trials it was also noted that the the engine to vibrate transversely if not restrained. The system comprises of
in Section 2.1.2.
engine’s governor ‘hunted’ at 27 rpm and was unable to eliminate. Because sets of hydraulic cylinders and service panels. The system is described in
of this, it is recommended not to operate the main engines for prolonged Section 2.1.8.
When the regulating handle is set to the STANDBY position the ECS
periods in this range.
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automatically initiates a cylinder prelubrication sequence. When the MOP is
Operating Procedures set in the PREPARE START mode the cylinder prelubrication and the auxiliary
Turning Gear and Flywheel blowers are started.
Preparations for Starting
The flywheel on each engine has cylindrical teeth and is fitted to the thrust Before starting one of the main engines, the following checks and procedures 3. Cooling Water Systems
shaft. The flywheel is driven by a pinion on the terminal shaft of the turning are to be undertaken.
gear which is mounted on the bedplate. It is driven by an electric motor with It has been assumed that the high and low temperature cooling fresh water
a built-in gear and chain drive with brake. It is also equipped with a blocking All components that have been overhauled are to be checked and wherever systems are operational.
device to prevent the main engine from being started when the turning gear is possible function tested. All equipment, tools and rags used during overhaul
engaged. Engagement and disengagement of the turning gear is made manually are to be removed from the engine. a) Preheat each engine cooling water system to at least 20°C but
by an axial movement of the pinion. preferably to 50°C.
1. Air Systems
Note: The engines must not be started if the jacket cooling water temperatures
Oil Mist Detector a) Drain any water present from the starting air system. are below 20°C.
The oil mist detector continuously scans the atmosphere at each engine b) Drain any water present from the control air system at the
crankcase unit, with all of the units being scanned in sequence by sample Note: Under normal circumstances the main engines are continuously
receivers.
points that are connected to the individual crankcase unit detector heads. circulated during the stay in port and are never allowed to cool down.
c) Pressurise the air systems and ensure that the pressures are
It is essential that the oil mist detector is maintained in a full and effective b) Ensure that the cooling water system pressures on both engines
correct.
operating condition and that any alarms are acted upon immediately, as this are correct and that the systems are not leaking. Checks should
instrument provides an essential safeguard against a crankcase explosion which be made again when the engines are at their correct operating
d) Ensure compressed air is available at the exhaust valve ‘air
can have extremely serious consequences. The functioning of the oil mist temperature.
spring’ closing cylinders.
detector must be checked twice daily, before the engine room is put under UMS
control and in the morning at the end of the night UMS period. Note: Air pressure must be applied to the exhaust valve system before the LO
pump is started to prevent the valves opening too much.

4. Slow Turning the Engine with the Turning Gear b) Change the regulating handle panel from FINISHED WITH b) Check that all scavenge air receiver and piston rod scraper box
Slow turning of the engine must be carried out to prevent damage caused ENGINE to STANDBY. drains are open and that the test cocks are closed.
by fluid leaking into any of the cylinders. If the shaft clutches are engaged,
permission from the bridge must be sought before turning the engines. c) Lift the locking plate of each main starting valve to the c) Before an actual start, obtain permission from the bridge and
SERVICE position and check the indicator lamps. turn each engine over on air, as described above to test the
starting system.
Note: Always carry out the slow turning operation at the latest possible
moment before starting and, under all circumstances, within 30 minutes of Note: The locking plate must remain in the upper position during running
and in the lower position during repairs. d) Check that the engine top bracing system is prepared and set to
actually starting the engine.
the automatic mode. Refer to Section 2.1.8.
a) Ensure the regulating handles are in the FINISHED WITH d) Open the indicator cocks.
ENGINES position. 9. Auxiliary Blowers
e) Select SLOW TURNING on the MOP screen.
If the auxiliary blowers are running the first start command will cause the
b) Open all of the cylinder indicator cocks and engage the turning engine control system to start the engine immediately. If the auxiliary blowers
gear. f) Move the regulating handle to the AHEAD position. As the
are not operating, then at the first start command the engine control system will
engine slowly turns, check to see if any fluid flows out of the
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prepare the engine for starting, this will include starting the auxiliary blowers.
c) Turn each engine one revolution with the turning gear in the indicator cocks.
direction indicated by the regulating handle. Check to see if The engines are now ready to start. The operation of the actual manoeuvring
fluid flows out of any of the indicator valves. g) When the engine has turned one revolution, move the regulating
controls on the bridge, ECR and at the LOP are described below in Section
handle back to the STOP position.
2.1.3.
d) Start the pumps for the clutch system hydraulics. Engage the
propeller shaft clutches if not already engaged and ensure that h) Turn the slow turning switch back to the NORMAL position,
Make the following checks immediately after starting:
the shaft brakes are released. Refer to Section 2.1.7. then close all of the indicator cocks.
• Check that both engines are rotating in the correct direction.
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CAUTION 6. Fuel Oil System • Check that all of the exhaust valves are operating correctly. An
It must be ensured that the main engines cannot be started during the alive signal from the ELVA valves to engine control system
a) Start a fuel oil supply pump and a fuel oil circulating pump.
entire clutch engagement process. indicates correct exhaust valve operation.
If the engine was running on heavy fuel oil when stopped, the
circulating pump and fuel heaters should still be running. • Ensure that the turbochargers are running correctly without
e) Close all of the cylinder indicator cocks on both engines. abnormal noise or vibration.
b) Check the fuel oil pressures and temperatures. Refer to Section • Check that the supply pressure and discharges of all the LO
f) Disengage the turning gear on both engines and ensure they are 2.6.1. systems are correct.
locked in the OUT position.
• Check that all of the cylinders on both engines are firing.
7. Hydraulic Power System
g) Check that the indicator lamp for TURNING GEAR ENGAGED • Feel-over the pipes of the cylinder starting air lines. A hot pipe
extinguishes; this is also visible on the MOP. a) Start the electrically-driven hydraulic pumps via the main indicates a leaking starting air valve.
operating panel (MOP); the ECS states if the pressure is correct.
Ensure that the electrically-driven hydraulic supply pumps are • Ensure that all pressures and temperatures are normal for the
5. Slow Turning the Engine on Starting Air engine speed. In particular, check the bearing lubrication,
set to automatic operation.
If the shaft clutch is engaged, permission must be sought from the bridge piston cooling, turbocharger lubricating oil, intermediate shaft
before turning the engine. b) During the starting preparation sequence the engine control bearings, fuel oil, cooling water, scavenge air and the control
and safety air.
system will ensure that the electrically operated hydraulic
Note: Always carry out the slow turning at the latest possible moment before pumps are running and that the hydraulic pressure is at the • Ensure that the cylinder lubricators are working by checking the
starting and, under all circumstances, within the last 30 minutes. If it is more required level for starting (approximately 140 bar). feedback LEDs on the intermediate boxes. Check the level in
than 30 minutes since the last rotation and the engines are in STANDBY the heater tanks.
mode, the slow turn will be performed automatically. 8. Miscellaneous
Loading the Engines
a) Disengage the turning gear on each engine and check that they a) Check that all of the engine instrumentation is reading correctly;
are locked in the OUT position. Check that the indicator lamp check the instruments and gauges, replace as necessary. If there are no restrictions, such as running in after repairs, proceed to increase
for TURNING GEAR IN extinguishes. the load on the engines. The load should be increased in line with company

recommendations, but should be gradually increased to 90% MCR and then if • The fuel oil has to be carefully filtered before being used. Open
required to 100% MCR over 30 minutes. When running-in piston rings and cylinder liners the cylinder oil feed rate the drain cocks of all fuel tanks and fuel oil filters regularly for
should be increased to a level suggested by the engine builder for such parts. a short period to drain off any water or sludge which may have
Note: The cooling water should be preheated, but if the temperature is below collected there. Maintain the correct fuel oil pressure at the inlet
50°C, allow the temperature to reach this point before increasing load. to the fuel injection pumps. Adjust the pressure at the injection
Normal Operation
pump supply manifold with the pressure regulating valve in
If the condition of the machinery is uncertain (eg, after repairs or alterations), During normal running, regular checks have to be made and precautions taken the fuel oil return pipe so that the fuel oil circulates within the
the ‘feel over sequence’ should always be followed; which contribute towards trouble-free operation. The most important of these system at the normal delivery capacity of the fuel oil circulating
are: pump.
1. After 15-30 minutes’ running on ‘Slow’.
• Regular checks of the system and engine pressures and • The heavy fuel oil has to be sufficiently heated to ensure that its
2. Again after 1 hour’s running. temperatures. viscosity before inlet to the fuel injection pumps lies within the
3. At sea, after 1 hour’s running at service speed. • The values read off the instruments compared with those given specified limits.
in the commissioning records, taking into account engine speed • Determine the cylinder lubricating oil consumption. Extended
Stop the engine, open the crankcase and feel-over the moving parts listed below, and/or engine power, provide an excellent datum for estimating service experience will determine the optimum cylinder
by hand or with an infrared thermometer on sliding surfaces where friction
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the engine performance. Compare temperatures by feeling the lubricating oil consumption.
may have caused undue heating. Alternatively, an infrared heat detector may be pipes. The essential readings are the load indicator position,
used. • The cooling fresh water pumps should be run at their normal
turbocharger speeds, charge air pressure and exhaust gas
operating point, ie, the actual delivery head corresponds with
temperature before the turbine. A valuable criterion is also the
the designed value. If the pressure difference between inlet
WARNING daily fuel consumption, considering the lower calorific value.
and outlet exceeds the desired value, pump overhaul should be
During the feeling-over process, the turning gear MUST be engaged and • Check and compare between cylinders the mean indicated considered.
the main starting valve MUST be blocked. pressure, compression pressure and maximum combustion
• The vents at the uppermost points of the cooling water spaces
pressures.
Feel: must be kept closed.
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• Check the operation of the oil mist detector. Refer to Section
• Main, crankpin and crosshead bearings • Check the level in all water and oil tanks as well as all the
2.1.5 below.
drainage tanks of the leakage piping. Investigate any abnormal
• Piston rods and stuffing boxes • Check all of the shut-off valves in the cooling and lubricating changes.
• Crosshead shoes systems for correct position. The valves for the cooling inlets
• Observe the condition of the cooling fresh water. Check for oil
and outlets on each engine must always be fully open in service.
• Telescopic pipes contamination.
They serve only to cut off individual cylinders from the cooling
• The step-up gear and the HPS unit water circuit during overhauls. • Check the charge air receiver drain manifold’s sight glass to see
if any water is draining away and if so, how much.
• Thrust bearing and guide bearings • When abnormally high or low temperatures are detected at a
water outlet, the temperature must be brought to the prescribed • Check the scavenge space test cocks. Open the cocks daily and
• The axial vibration damper normal value very gradually. Abrupt temperature changes can look to see if any liquid flows out along with the charge air.
• The torsional vibration damper cause damage.
• Check the pressure drop across the oil filters. Clean them if
• The maximum permissible exhaust gas temperature at the necessary.
Note: Care must be taken when opening up the crankcase for inspection, and turbocharger inlet must not be exceeded.
if there is any indication of overheating, the crankcase doors must NOT be • The temperature of the running gear should be checked
opened until the potential hot spot has cooled down. • Check the combustion by observing the colour of the exhaust by feeling the crankcase doors. Bearings, which have been
gases. overhauled or replaced, must be given special attention for some
time after being put into normal service.
After the last feel-over, repeat the procedure, then with the lubricating oil pump • Maintain the correct charge air temperature after the air cooler
running, check that the oil is flowing freely from all crosshead, crankpin and with the normal water flow. In general, higher charge air • Listening to the noise of the engine will reveal any
main bearings. temperatures will result in less oxygen in the cylinder, which in irregularities.
turn will result in a higher fuel consumption and higher exhaust
• The power being developed by the cylinders should be checked
gas temperatures.
Running-in regularly and adjustments made via the control system to
• Check the charge air pressure drop across the air filters and air preserve cylinder power balance.
For a new engine or after repair or renewal of the bearings, or renewal/
coolers. Excessive resistance will lead to a lack of air to the
reconditioning of cylinder liners and piston rings, allowance must be made for • Purify the lubricating oil. Samples should be taken at frequent
engines.
a running-in period. Increase the load slowly and apply the feel-over sequence, intervals and sent ashore for analysis.
as above.

• Check the exhaust valves are rotating and operating smoothly. viscosity should not drop below 3cSt, as this might cause fuel pump and fuel Changeover Procedure from Heavy Fuel Oil to Diesel Oil During
If not, the offending valve has to be overhauled at the next valve scuffing, with the risk of sticking. For some light diesel oils (gas oil), Standstill
opportunity. this will limit the upper temperature to somewhat below 80°C. When a DO
It has been assumed that a fuel oil circulating pump and a fuel oil supply pump
temperature of 60-80°C has been reached, change to HFO:
are already running.
Fuel Changeover d) Open the HFO service tank outlet valve to the main engine
a) Stop the preheating and the trace heating. The temperature of
service (OF052F for No.1 main engine and OF053F for No.2
The engines are equipped with uncooled fuel injection valves with built-in fuel the HFO in the preheater should be allowed to drop to about
main engine).
circulation. This automatic circulation through the high pressure pipes and fuel 25°C above the temperature in the DO service tank but not
valves during engine standstill allows for constant operation on heavy fuel oil below 75°C.
e) Set the HFO/DO three-way valve to HFO (OF056F for No.1
(HFO). Changeover to marine diesel oil (MDO) can become necessary however
main engine and OF057F for No.2 main engine).
if the vessel is expected to have a prolonged inactive period with a cold engine b) Open the DO service tank outlet valve and the DO line valve
due to a docking or long stay in port. A changeover can be performed during to the main engine service (OD023F and OD049F for the No.1
f) Slowly increase the temperature of the fuel to approximately
engine running or engine standstill. main engine, OD024F and OD050F for the No.2 main engine).
80°C using the viscorator manual control on the IAS. The
temperature rise can be at a rate of about 2°C per minute, until
c) Open the recirculation valve to the HFO service tank (OF291F
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It is very important to carefully follow the changeover procedures to prevent
reaching the required HFO viscosity of 12cSt. Apply trace
fuel pump and/or injector sticking/scuffing, poor combustion or fouling of the for No.1 main engine and OF293F for No.2 main engine).
heating onto the fuel lines.
gas ways.
d) Close the return fuel line valve from the main engine to the
g) When the set point is reached on the viscorator controller,
Changeover Procedure from Marine Diesel Oil to Heavy Fuel Oil During circulating pump suction (OF290F for No.1 main engine and
change the control to AUTOMATIC mode.
Running OF292F for No.2 main engine).
It has been assumed that the No.1 main engine is being supplied from the Changeover Procedure from Heavy Fuel Oil to Diesel Oil During e) Turn the HFO/DO three-way valve to DO supply (OF056F for
starboard DO service tank and will be supplied from the starboard HFO service Running No.1 main engine and OF057F for No.2 main engine).
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tank, and that the No.2 main engine is being supplied from the port DO service
tank and will be supplied from the port HFO service tank. It has been assumed that the No.1 main engine is being supplied from the
starboard HFO service tank and will be supplied from the starboard DO service f) The HFO will gradually be replaced by DO in all of the supply
tank, and that the No.2 main engine is being supplied from the port HFO and return lines; the displaced HFO will flow to the HFO
Note: It is advisable that one engine is changed over from DO to HFO and service tank and will be supplied from the port DO service tank. service tanks. Sufficient time should be allowed to elapse to
is allowed to stabilise before the procedure is repeated on the other engine. ensure all HFO has been displaced and only DO is flowing back
Sufficient time must be allowed to ensure that the engine operating on HFO a) Preheat the DO in the service tanks to about 50°C if possible. to the HFO service tank. An indication that all HFO has been
is running correctly and that all operating parameters are normal. If harbour displaced by DO is a drop in the pipe temperature between the
manoeuvres are to be carried out on diesel oil the changeover should be made b) Close the steam supply to the fuel oil heater and shut off the FO return pipe and the HFO service tank.
1 hour before manoeuvring.
trace heating.
g) Stop the fuel oil circulating and supply pumps.
a) Ensure that the HFO in the service tanks is at the normal c) Reduce the engine load to 75% of normal load.
temperature level. h) Close the recirculation valve to the HFO service tank (OF291F
Change to DO when the temperature of the HFO in the preheater has dropped for No.1 main engine and OF293F for No.2 main engine).
b) Reduce the engine load to 75% of normal load. to about 25°C above the temperature in the DO service tank but not below
75°C. i) Open the return fuel line valve from the main engine to the
c) By means of the thermostatic valve in the steam system, or by circulating pump suction (OF290F for No.1 main engine and
manual control of the viscosity regulator bypass valve, heat the d) Open the DO service tank outlet valve and the DO line valve OF292F for No.2 main engine).
circulating DO to a maximum of between 60°C and 80°C to to the main engine service (OD023F and OD049F for the No.1
maintain its lubricating ability. This will minimise the risk of main engine, OD024F and OD050F for the No.2 main engine).
plunger scuffing and the consequent risk of sticking. To prevent Preparations Procedure Prior to Arrival in Port
gassing, this preheating should be regulated to a temperature e) Turn the HFO/DO three-way valve to DO supply (OF056F for
rise of approximately 2°C per minute. Normally only one fuel a) Decide whether the harbour manoeuvres should be carried out
the No.1 main engine and OF057F for the No.2 main engine). on DO or on HFO. Changeover should be carried out one hour
heater will be required to operate.
before the first manoeuvres are expected.
Note: If after the changeover the temperature at the fuel heater suddenly
Due to the risk of sticking/scuffing of the fuel injection equipment, the
drops considerably, the transition must be moderated by supplying a little b) Start an additional generator engine to ensure a power reserve
temperature of the HFO in the service tank must not be more than 25°C higher
steam to the preheater which now contains diesel oil. for manoeuvring and start the oil-fired boilers.
than the heated DO in the system (60-80°C) at the time of changeover. The DO

Illustration 2.1.1c Starboard Main Engine Fuel Oil Service System
To Port Diesel Oil Service Tank Stbd HFO Settling Stbd HFO Service Stbd Diesel Oil Service
OD053F Tank (153.9m3) Tank (159.8m3) Tank (244.3m3)
To Port Heavy Fuel Oil Service Tank
OF050F OF052F OD023F
From No.1
To Heavy Fuel Oil Transfer Pumps
Heavy Fuel
Oil Purifier
To No.1 Heavy Fuel Oil Transfer OF OF
Pump Suction for Tank Emptying 099F 080F
OF404F
From No.2
OF Heavy Fuel
No.1/2 G/E Fuel Oil Supply Pumps
219F OF Oil Purifier
(2.8m3/hx4kg/cm2) OF
407F OF406F Set 4.0kg/cm2 066F
XA From No.1
PP076 Air
Return Set 2.5kg/cm2 Set 2.5 Heavy Fuel
Pipe kg/cm2 AUTO OF146F OF152F OF147F
Oil Purifier
ST/SP
OF218F
SAMSUNG
PI PI
OD
OF153F OF156F PS TI
049F
S VC No.1 ME Fuel Oil Supply Pumps
OF145F MC OF141F MM327 To Incinerator OF
(5.4m3/h x 4kg/cm2)
OF149F OF148F TI No.2 PP078 OF410F 411F
Set 4.0kg/cm2 Diesel Oil OF
FI MM0227 XA
MM013 PI PI OF PP064 Service Pump 291F
Set 5.5
054F Air
OF243F OF232F OF242F Set 2.6kg/cm2
kg/cm2 ZI AUTO Return
AUTO ST/SP
ST/SP OF144F MC OF140F
MM327 Pipe
MC XA PI PI OF290F
PP081 PI PI PP079
No.1 No.1 PP077
TI PS OF246F OF233F
PI DPI PI
TI TI VC
Steam No.1/2 G/E Fuel Oil MM325
S OF237F OF241F
OF158F OF191F PS OF OF VIAHL Auto Backflushing
MC
No.2
VIC DPAH PP066 TI OF244F OF245F
No.2 192F 194F MM189 No.1 ME Fuel Oil
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ECC MM026 Filter with Manual MM147 FI
MC
Bypass Filter OF PI PI MM011 Circulation Pumps
PP080 PI PI OF OF 056F (8.7m3/h x 6kg/cm2)
ZI
TI 193F 195F OF OF MM325
Set 6.5 AUTO
TI kg/cm2 ST/SP MC
196F 197F OF236F OF240F PI XA
OF157F OF190F MC
No.1 No.1 PP070 PI PI
PP072
No.1 Generator PI DPI PI
PP065
No.2 OF198F OF
No.1/2 G/E Fuel Oil Engine Fuel Steam TI TI
Oil Heaters No.1/2 G/E Fuel Oil 212F OF OF
Circulation Pumps OF DPAH
VIAHL
VIC PS OF271F OF248F
(5.6m3/h x 4kg/cm2) for No.1/2 G/E Viscorator 213F MM185 274F 272F No.2
MM022 ECC MC
To Fuel Oil PP071
OF PI PI
Overflow / Drain Tank OF
OF OF 275F 273F
ZI TI TI
MM331 OF 277F 276F OF270F OF247F
No.2 Generator Engine VC OF217F 188F PI Main Engine No.1
OF221F OF OF278F No.2
MM331 Fuel Oil Heaters
288F No.1 ME Fuel Oil
LAH OD OD OF for No.1 Main Engine
S 289F Viscorator
OD037F 032F 034F
ZI Air
MM330 No.1 Main Engine To Fuel Oil
PT PI TI OD152F
OF200F ESB Fuel Oil Auto Overflow / Drain Tank
VC To Fuel Oil
OF185F PI PI
MM330 Overflow / Backflushing
OF181F
TI PIAL Drain Tank Filter with Manual
S Cylinder 1 Cylinder 7
DG222 DG225 OD161F OD150F Bypass Filter Key
Air
To Fuel Oil Overflow Drain Tank ZI
Black No.1 Main Engine
PI PI
MM329 S Marine Diesel Oil
No.1 Generator Engine Out
VC OF216F MC
OF220F PP123 OD OD
MM329 PIAL Heavy Fuel Oil
156F 157F MS059
LAH AR027F AR026F
S OD036F Air
ZI Air No.1/2 G/E Diesel General
MM328 TIAH TI
PT PI TI Oil Pumps Service Air MS065 Steam
VC OF199F OD158F OD159F (3m3/h x 6kg/cm2)
OF184F MM328
OF180F Electrical Signal
TI PIAL
DG122 DG125 S OD160F
Air
To Fuel Oil Overflow Drain Tank

c) Perform a stop and reverse manoeuvre before arrival to check Note: If the LO pump is to be stopped, do not stop the air supply to the • Insufficient supply of air due to restricted engine room
that the ECS is functioning correctly. exhaust valve air cylinders, as air draught through an open exhaust valve may ventilation.
cause the turbocharger shafts to rotate causing bearing damage. • Fouling of the air intake filters and diffuser on the air side of the
d) Blow-off any condensed water from the starting and control air turbocharger.
systems just before the manoeuvres. i) Close and vent the control air and safety air systems.
• Fouling of the exhaust gas economiser, the air cooler and of the
e) Do not shut down the engine until instructed by the bridge that scavenge ports.
j) Keep the engine preheated to a minimum of 50°C unless the
it is safe to do so unless an emergency situation arises. harbour stay exceeds 5 days. This counteracts the corrosive Causes of blow-by of combustion products:
attack on the cylinder liners.
• Worn, sticking or broken piston rings.
Operating Procedure After Arrival in Port and the Finished
k) Switch off any equipment which does not need to operate during • Individual cylinder lubricating quills are not working.
With Engine (FWE) Order Has Been Acknowledged in the
the engine standstill periods.
Engine Room • Damage to the running surface of the cylinder liners.
• Excessive liner wear or abnormal wear such as clover-leafing
a) Switch the engines over to engine room control. Procedure to Test the Starting Valves for Leakage
which can also result in ring collapse and loss of piston ring to
SAMSUNG
a) Obtain permission for the test from the bridge. liner seal.
b) The auxiliary blowers will switch off automatically at FWE.
b) Check that the turning gear is disengaged, as a leaky valve can If one or more of these operating conditions prevail, residues, mainly consisting
c) If required, test the cylinder air start valves for leakage. Follow cause the crankshaft to rotate. of incompletely burned fuel and cylinder lubricating oil, will accumulate at the
the procedure detailed below. following points:
c) Close the main air valve to the starting air distribution system • Between piston rings and piston ring grooves.
d) When FINISHED WITH ENGINES is rung, the MOP screen and open the indicator cocks.
will change from indicating STANDBY to FINISHED WITH • On the piston skirts.
ENGINES and ENGINE NOT BLOCKED. The control
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d) Change over to manual control at the LOP on the engine side. • In the scavenge ports.
system will now carry out various functions. When the
• On the bottom of the cylinder entablature.
MAIN STARTING VALVE BLOCKED, STARTING AIR e) Activate the START button. This admits starting air but not
DISTRIBUTION SYSTEM BLOCKED and the CONTROL control air to the starting valves.
AIR VENTED indication is shown on the MOP screen, the Causes of the Fires
finished with engines indication light will change from flashing f) Check to see if air blows out from any of the indicator cocks. In The blow-by of hot combustion gases and sparks, which have bypassed the
to a continuous light. The engine is now secure. this event, the starting valve concerned is leaky. piston rings and cylinder liner running surface, enter the space on the piston
underside and any residues present can ignite.
e) Lock the main starting valve in its lowest position by means of Note: If the cylinder is in BDC position, detection can be difficult due to air
the locking plate. escaping through the scavenge air ducts in the cylinder liner. If there is after-burning of fuel in the cylinder, due to late injection or poor
fuel atomisation, the cylinder pressure may be higher than the scavenge air
f) Check that the valve to the starting air distribution system is pressure and hot combustion gases may enter the scavenge space when the
closed. Fouling and Fires in the Scavenge Air Spaces scavenge ports are uncovered. A defective piston rod gland may allow oil from
the crankcase to enter the scavenge space; the piston rod gland drains should be
g) Engage the turning gear and check the indicator lamp. The principal cause of fouling is blow-by of combustion products between
checked frequently for signs of crankcase system oil, as this indicates defective
piston rings and the cylinder liner into the scavenge air spaces. The fouling will
gland sealing rings.
h) After stopping an engine, wait a minimum of 15 minutes before be greater if there is incomplete combustion of the fuel injected. The causes of
stopping the main engine LO pump if work is to be undertaken poor combustion are:
in the crankcase. This prevents overheating of cooled surfaces Indications of a Fire
• Fuel injectors not working correctly.
in the combustion chambers and counteracts the formation of
• The fuel is at too low a temperature. • Sounding of the respective temperature alarms.
carbon deposits in the piston crowns. Normally the main LO
pumps are left running. The turbocharger rotors can rotate due • Defective fuel injection timing. • A considerable rise in the exhaust gas temperatures of the cylinder
to natural draughts and it is essential that there is a supply of LO concerned and a general rise in charge air temperature.
• Operation with a temporary shortage of air during extreme
at the bearings. variations in engine loading. • The turbocharger may start surging.
• Overloading.

Illustration 2.1.1d Port Main Engine Fuel Oil Service System

To Starboard Diesel Oil Service Tank
OD053F Port HFO Settling Port HFO Service Port Diesel Oil Service
To Starboard Heavy Fuel Oil Service Tank
Tank (153.9m3) Tank (159.8m3) Tank (285m3)
To No.2 Heavy Fuel Oil Transfer
Pump Suction for Tank Empty OF OF051F OF053F OD024F
OF083F
082F OF OF
To Heavy Fuel Oil Purifier Feed Pumps 098F 097F
OF
405F
To Auxiliary Boiler Fuel Oil Service
OF From No.4
OF 084F Heavy Fuel
No.3/4 G/E Fuel Oil Supply Pumps OF
(2.8m3/hx4kg/cm2) 068F
415F OF414F Set 4.0kg/cm 2
XA From No.4
Return PP141 Air
Set 2.5kg/cm2 Heavy Fuel
Pipe AUTO OF165F OF154F OF166F
Oil Purifier
ST/SP
OF226F
SAMSUNG
PI PI
OF155F OF169F PS TI
VC OD No.2 ME Fuel Oil Supply Pumps To GCU DO
OF164F OF160F S MM332 OF
MC 050F (5.4m3/h x 4kg/cm2) Service Pump
OF168F OF167F TI No.2 PP143
Set 4.0kg/cm2 OF418F 419F
FI MM226 XA To Auxiliary Boiler OF
MM014 PI PI OF PP067 Fuel Oil Service 293F
Set 5.5 055F Air
kg/cm2 ZI OF256F OF234F OF255F AUTO Set Return
AUTO MM332 ST/SP
ST/SP OF163F MC OF159F 2.5kg/cm2 Pipe
MC XA PI PI OF292F
PP146 PI PI PP144
No.1 No.1 PP142 VC
MM336 TI PS OF259F OF235F
PI DPI PI No.3/4 G/E Fuel Oil
TI TI
Steam Auto Backflushing S OF250F OF254F
OF171F OF202F PS OF OF VIAHL Filter with Manual
MC
No.2
QGTC
ECC MM028 Bypass Filter MM148 FI
MC OF PI PI MM012 Circulation Pumps
PP145 PI PI OF OF 057F ZI Set (8.7m3/h x 6kg/cm2)
TI 204F 206F OF OF MM326 6.5kg AUTO MC
TI
207F 208F OF249F OF253F PI /cm2 ST/SP XA
OF170F OF201F MC
PP075
PP068
No.2 OF209F OF
Circulation Pumps OF VIAHL PS OF280F OF261F
Viscorator DPAH VIC
(5.6m3/h x 4kg/cm2) for No.3/4 G/E 215F MM024
MM187
ECC 283F 281F No.2 MC
To Fuel Oil PP074
OF PI PI
OF OF 284F 282F
ZI TI TI
MM336 OF 286F 285F OF279F OF260F
294F No.2 Main Engine
S Fuel Oil Viscorator
OD044F 039F 040F 295F
ZI Air
MM335 To Fuel Oil No.2 Main Engine To Fuel Oil
PT PI TI OD153F
OF211F ESB Overflow / Fuel Oil Auto Overflow / Drain Tank
VC
OF187F MM335 PI PI Drain Tank Backflushing
OF183F
TI PIAL Filter with Manual
Air
ZI
No.2 Main Engine
To Fuel Oil Overflow Drain Tank PI PI Black Marine Diesel Oil
MM334 S
VC OF224F MC
OF222F MM334 PP124 OD OD Heavy Fuel Oil
PIAL
162F 163F MP059
LAH AR029F AR028F
S OD043F Air
ZI Air General
MM333
No.3/4 G/E Diesel TIAH TI
PT PI TI Oil Pumps Service Air MP065 Steam
VC OF210F OD169F OD168F
OF186F MM333 (3m3/h x 6kg/cm2) Set 8.0
OF182F kg/cm2 Valve Normally
TI PIAL
S Closed
DG322 DG325 OD166F
Air

Fire Fighting Measures • Use of correctly spraying fuel injectors; keep the air and gas When opening up, keep clear of possible spurts of flame. Do not
passages clean. use naked lights and do not smoke.
WARNING • Optimum adjustment of the fuel injection timing. • Stop the lubricating oil pumps. Open all of the lower doors on
The safety of shipboard personnel should be paramount whenever one side of the crankcase. Cut-off the starting air and engage the
• If running continuously at low load, check the cylinder lubricating
dealing with fires anywhere aboard ship. turning gear.
oil feed rate and adjust if necessary.
• Locate the hot spot. Feel-over by hand all the sliding surfaces
• The permanent residue drain from the piston underside must
• Inform the bridge of the situation (bearings, thrust bearing, piston rods, stuffing boxes, crossheads,
always be checked to prevent the accumulation of dirt, and the
telescopic pipes, step-up gear, vibration dampers, etc). An
• Reduce engine power drain line cleaning valves used for cleaning the scavenge box
infrared heat detector may be used if available. Look for
drain line must be operated for a short time each day.
• Cut-out the fuel injection to the cylinder concerned squeezed out bearing metal and discolouration caused by heat
(blistered paint, burnt oil, oxidised steel). Keep possible bearing
• Increase lubrication to the respective cylinder
Prevention of Crankcase Explosions metal found at the bottom of the oil tray for later analysis.
Prevent further hot spots by preferably making a permanent
If a serious fire occurs, shut down the affected engine after obtaining permission
The oil mist in the crankcase is inflammable over a very narrow range of repair. Ensure that the respective sliding surfaces are in good
from the bridge and operate the fixed CO2 fire extinguishing system. The CO2
SAMSUNG
mixture. Weaker or richer mixtures do not ignite. There must always be a condition. Take special care to check that the circulating oil
system main line valves should be opened and each main engine cylinder unit
high temperature source (Hot Spot) to set off ignition, such as hot engine supply is in order. The engine should not be restarted until the
has a separate shut-off valve. Each main engine is provided with two CO2
components. Only under these circumstances will a critical mixture ratio of oil cause of the hot spot has been located and rectified.
cylinders.
mist and air result in an explosion. • Start the circulating oil pumps and turn the engine by means
Note: In the event of a scavenge fire affecting one cylinder unit the fire of the turning gear. Check the oil flow from all bearings, spray
A hot spot is the common feature of all crankcase explosions and this can be pipes and spray nozzles in the crankcase, step-up gearing and
extinguishing shut-off valves for the adjacent cylinders should also be due to metal-to-metal contact at a wiped bearing, rubbing guide, defective
opened to prevent the fire spreading. thrust bearing. Check for possible leakages from pistons or
piston rod gland, damaged thrust bearing, unlubricated gearwheel, etc, or a piston rods.
prolonged scavenge fire. The hot spot provides the heat source to evaporate oil
QGTC
A fire should have died down about 5 to 15 minutes after the fuel has been and the oil vapour produced at the hot spot then condenses to form mist-like • Start the engine and after running for about 30 minutes, stop
shut-off to the affected cylinder or cylinders. This can be verified by checking droplets in a cooler region of the crankcase. The hot spot can readily ignite the and feel-over. Check the sliding surfaces which caused the
the exhaust gas temperatures and the temperatures of the doors to the scavenge oil mist/air mixture, and if the mist concentration in the crankcase reaches a overheating and look for oil mist. There is a possibility that the
space. Afterwards the engine must be stopped whenever possible and the cause critical level, an explosion can occur. The engine is equipped with an oil mist oil mist is due to atomisation of the circulating oil, caused by a
of the fire established. detector which constantly monitors the intensity of oil mist in the crankcase jet of air/gas, eg, by combination of the following:
and triggers an alarm if the mist exceeds the density limit; the high oil mist • Stuffing box leakages (not airtight).
Checks to be made should include: level also triggers an automatic slowdown.
• Cylinder liner running surface, piston and piston rings, air flaps • Blow-by through a cracked piston crown or piston rod (with
in the receiver (to be replaced if necessary), possible leakages, direct connection to crankcase via the cooling oil outlet
Measures to be Taken When an Oil Mist Alarm Has Occurred pipe).
piston rod gland, fuel injection nozzles.
• After a careful check and, if necessary, a repair, the engine can • Do not stand near crankcase doors, relief valves or corridors An oil mist could also develop as a result of heat from a scavenge fire being
be put back on-load with fuel injection pump(s) and cylinder near doors to the engine room casing. transmitted down the piston rod or via the stuffing box. Hot air jets or flames
lubrication returned to normal. • Reduce speed to slowdown level, if not already carried out may have passed through the stuffing box into the crankcase.
• Should a stoppage of the engine not be feasible and the fire automatically. Ask the bridge for permission to stop.
has died down, the fuel injection pump(s) can again be cut-in, • When the engine STOP order is received, stop the engine. Close Alarms, Shutdowns and Slowdowns
the load increased slowly and the cylinder lubrication brought the fuel oil supply. Maintain engine cooling and lubrication as
back again to the normal output. Avoid running for hours with the supply of lubricant will assist the cooling of the hot spot. The engines are provided with a number of safety devices which initiate an
considerably increased cylinder lubrication. engine slowdown or shutdown if the operating parameter of the monitored
• Switch off the auxiliary blowers.
system (LO pressure, cooling water temperature, etc) go outside of the set
Preventive Measures • Leave the engine room. limits. These devices should be tested preferably at regular intervals, ideally a
• Lock the casing doors and keep away from them. maximum of three monthly intervals. The testing should be carried out when
As can be seen from the causes, good engine maintenance goes a long way to
safe to do so and when operating conditions permit. In the case of pressure
safeguarding against fires in the scavenge air spaces. The following measures • Prepare the fire fighting equipment. switches the system can be checked by isolating the switch and then draining
have a particularly favourable influence:
• Do not open the crankcase until at least 20 minutes after the line. The method of testing involves the simulation of a fault rather than
stopping the engine, ideally leave it for as long as possible. causing an actual fault. Simulation of low pressure can be obtained by isolating

the pressure transducer from the supply and then draining the transducer The following instruments are fitted to the engine systems: Engine Control System
supply line.
• Power failure/low voltage
Fuel Oil System
An engine shutdown is automatically actuated in the event of any of the • System failure
• Engine fuel inlet pressure
following: • MAN B&W basic sensors
• Fuel filter pressures
• Engine overspeed (incorporated in the engine control system)
• Fuel viscosity Propeller Shaft Clutch System
• Main lubricating oil supply pressure low (1.1 bar)
• Leakage from a high pressure fuel pipe • Hydraulic oil system
• Turbocharger lubricating oil inlet pressure low
• PLC failure
• Thrust pad high temperature (90°C) Lubricating Oil System
• Power failure
• Non-cancellable ECS-A/B • Turbocharger LO inlet pressure
• Cancellable ECS-A/B • Thrust bearing segment temperature
Local Operation Panel
• Propeller shaft clutch hydraulic oil low pressure • Main engine LO inlet pressure and temperature
SAMSUNG
• Propeller shaft clutch not fully engaged, connection cable not • Piston cooling oil outlet/cylinder temperature and flow Each engine should be manoeuvred from the local operation panel (LOP) at
stored least once a month, depending upon operating circumstances, to check that the
• Turbocharger LO outlet temperature local control system is fully operational.
• Propeller shaft brake ON (hydraulic system pressure > 0)
• Axial vibration monitor
• Manual shutdown In order to operate the engine from the LOP, local control must be
• Torsional vibration monitor
selected as the active control station. Selection is normally via the request/
An engine slowdown is automatically actuated in the event of abnormal • Oil mist detector alarm acknowledge facility of the remote control system. It is possible to override the
operating conditions. Slowdowns are designed to protect the engine components normal changeover procedure by means of the LOCAL TAKE COMMAND
against overload and maintain the ship in a manoeuvrable condition should a Hydraulic Power Supply Unit pushbutton, and activating this pushbutton will force control at the LOP. The
QGTC
fault occur. • Automatic main LO filter failure LOPs are described in Section 2.1.3.
The following conditions actuate an engine slowdown: • Leakage oil from hydraulic pipes
Operation of a Main Engine in the Event of a Turbocharger
• Thrust bearing segment high-high temperature (80°C) Cooling Water System Failure
• Lubricating oil inlet to engine low-low pressure • Jacket cooling water inlet pressure
• Lubricating oil inlet to engine high-high temperature (60°C) Turbocharger failure in service will manifest itself in several ways, the most
• Jacket cooling water outlet temperature (engine/cylinder) common being excessive vibration accompanied by unusual noises. If the engine
• Piston cooling oil outlet high-high temperature (75°C) • Air cooler cooling water inlet temperature and pressure is in operation, it should be immediately slowed down until the vibrations or
• Piston cooling oil engine/cylinder outlet no flow sounds abate and the situation can be further assessed. If the damage cannot be
Air Systems corrected at the time of failure, the manufacturer’s manual should be consulted
• Exhaust valve spring air low-low pressure for corrective action. Such actions will normally include:
• Starting air inlet pressure
• Cylinder cooling fresh water low-low pressure • Stopping the main engine.
• Control air inlet pressure
• Cylinder cooling fresh water high-high temperature • Locking the rotor of the defective turbocharger.
• Exhaust valve air springing air inlet pressure
• Main bearing high temperature • Reducing the air flow through the compressor.
• Exhaust gas high temperature Scavenge Air System • Imposing a load restriction and maximum exhaust gas
• Scavenge air receiver fire (120°C) • Scavenge air receiver pressure temperature limit at the engine outlet.
• Crankcase oil mist detector alarm • Scavenge air temperature (scavenge fire)
If the damage requires running the main engine for an extended period, the
• Stern tube bearing temperature high-high directions supplied in the manufacturer’s manual should be followed and will
Exhaust Gas System
normally include:
• ECS A/B slowdown
• Turbocharger exhaust gas inlet temperature
• Removing the rotor of the defective turbocharger.
The above high-high and low-low slowdowns are preceded by a pre-warning • Exhaust gas temperature after cylinder and temperature
• Inserting blanking plates.
alarm of high or low status. deviation

• Imposing a load restriction and maximum exhaust gas • Only use lifting equipment which has been tested and has valid
temperature limit on the engine. certification.
• Imposing a time limit for main engine running until a permanent
repair can be effected. Diesel Engine Emissions Monitoring System
WARNING Manufacturer: Martek Marine Ltd.

Even when following the above measures, the possibility of turbocharger Type: MariNox
destruction or severe damage will still exist. The safety of personnel and Model: MNX GC-10
damage to equipment should be considered at all times. The duration
of the emergency running condition must be limited to the absolute MNX GA 10 Multi Gas Analyser
minimum and personnel must not stay in the vicinity of the damaged
turbocharger. The vessel is equipped with an exhaust emissions monitoring system for both
the main engines and the generator engines. The MariNox system fitted deals
with all the requirements for compliance with MARPOL Annex 13 NOx
Main Engine Associated Dangers
SAMSUNG
Emissions from Marine Diesel Engines.
• Keep clear of spaces below loaded cranes.
A representative sample of the diesel engine exhaust gas is passed through the
• The opening of valves may cause discharge of hot liquids or
monitoring system and is analysed using an extractive gas analysis technique
gases.
to measure the NOx and CO2. After measurement the gas is safely vented to
• The dismantling of parts may cause the release of springs. atmosphere. The gas measurements are concurrently sampled at a 1Hz frequency
• The removal of fuel valves or other valves in the cylinder cover and averaged over a ten minute period to balance out the effects of real-time
may cause oil to run onto the piston crown. If the piston is hot, variations. The sampled signals are processed by the on-board computer and
an explosion may blow out the valve. type-approved calculations are made. The MARPOL requirements stipulate a
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maximum output in grammes per kilowatt hour (g/kWh), thus the power being
• When testing fuel valves, do not touch the spray holes as the jets developed by the supplying engine is also to be measured.
may pierce the skin.
• Beware of high pressure oil leaks when using hydraulic The system is designed to operate in two modes
equipment, wear protective clothing. NOx Emission Monitor Screen
Compliance Mode - the system measures the emissions for each installed
• Arrange indicator cocks with pressure relief holes directed away engine and provides compliance data in line with the NOX Technical Code
from personnel. Wear goggles when taking indicator cards. (NTC) and MEPC.103 (49).
• Do not weld in the engine room if a crankcase has been opened
before being fully cooled. Continuous Mode - The system monitors an individual engine (or more on a
polling basis) and provides an output measurement.
• The propeller shaft clutch should be disengaged before working
on or inside the engine, as the wake from other ships in port or
The system uses the extractive principle of gaseous measurement, meaning
waves at sea may cause the propeller to turn. Engage the turning
that the measured sample is away from the high temperature and vibration of
gear and isolate the starting air supply.
the exhaust ducting. The sample is maintained above the dew point 170°C by
• Use warning notices at the turning gear starter and other control using a heated sample filter probe and trace heated sample line. The gas is then
stations to warn personnel that people are working on the conditioned and stabilised, making it suitable for analysis in the monitor.
engine.
• Use gloves when removing O-rings and other rubber/plastic- Each individual emission measurement is estimated on a ‘NOx Curve’, detailing
based sealing materials which have been subjected to abnormally the anticipated maximum instantaneous NOx (g/kWh), and if a predetermined
high working temperatures as they may have a caustic effect. maximum point is exceeded, an alarm can be generated.
• Oil spills and oily rags present a slipping and fire hazard.
• Do not remove fire extinguishers from designated positions and
ensure that any fire extinguishers which have been used are
replenished immediately.

Illustration 2.1.2a Main Engine Control System

Bridge Panel
Bridge
Back-up Operation Main Operation ECR

Panel MOP B Panel MOP A Console
EICU A EICU B
Engine Control Room
Engine Room
ECU A Local Operation ECU B
Panel LOP
ACU 1 ACU 2
SAMSUNG
ACU 3 CCU, BCU, SBU CCU
Cylinder 1
CCU
Cylinder n
QGTC Fuel Booster Exhaust Valve

Position Cylinder 1 Position Cylinder 1
Sensors
AL SAV FIVA Valve
Cylinder 1 Cylinder 1 Cylinder 1
Actuators
Fuel Booster Exhaust Valve
Position Cylinder n Position Cylinder n
Sensors
AL SAV FIVA Valve
Cylinder n Cylinder n Cylinder n
Actuators
Auxiliary Auxiliary
Blower 1 Blower 2
M Pump 1
M Pump 2
M Pump 1
M Pump 2
M Pump 3
Marker
Angle Sensor
Encoders

2.1.2 Engine Control Systems Engine Interface Control Units (EICU) Cylinder Control Unit (CCU)
The EICUs receive navigational inputs from the control stations and select the The CCUs control the ELFI valves, the ELVA valves, the air starting valves
Manufacturer: Doosan-MAN B&W active station based on signals given by the remote control system. The main and the ME lubricators. In time for the next firing the CCU ensures that it
navigational command is the speed set point (requested speed and direction of has received new valid data; the injection profile start angle is set up using
engine rotation). In the EICUs the raw speed set point is processed by a series the tacho function. On the correct start angle the injection is initiated and is
Introduction
of protective algorithms. The algorithms ensure that the speed set point is never controlled according to the ‘fuel amount’ command and the injection profile
harmful to the engine. An example of an algorithm is the barred speed range. command. When the injection is completed, the exhaust valve open and close
Each main engine has a separate and independent control system, but they are
angles are set up using the tacho function and the exhaust valve control signal
identical with each of the component parts being duplicated for the port and
The processed speed set point and the selected engine running mode request is then activated at the appropriate crank angles. The cylinder lubricator is
starboard main engines. The description that follows in this section therefore
are available via the control network, to be used by the ECUs as a reference for activated according to the feed rate received from the ECU. All of the CCUs
refers to a single system.
the speed control and engine running mode control. The two redundant EICU are identical, and in the event of a failure of the CCU for one cylinder, only this
units operate in parallel. cylinder will automatically be put out of operation.
The engine control system (ECS) controls the engine’s operating functions
according to input signals received from one of the engine control stations
(bridge, engine control room or local operation panel). The ECS causes the Engine Control Units (ECU) Main Operating Panel (MOP)
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engine to start in the required direction and controls the engine’s operating The ECUs perform the engine control functions of engine speed, running The main operating panel (MOP) is the main information interface for
functions, such as fuel injection and exhaust valve actuation for the engine to modes and start sequence. The engine speed control requires that the amount the engineer controlling the engine and is located in the ECR. The MOP
operate at the required speed. The ECS also provides safety functions which of fuel is calculated for each cylinder firing. The calculation made by the communicates with the controllers of the ECS over the network, however, the
protect the engine should any operating parameter exceed set limits. ECU is initiated in relation to the crankshaft position, so that the execution is running of the engine is not dependent on the MOP, as all of the commands
started just in time to make the fuel injection. This is controlled by the tacho from the local control stations are communicated directly to the EICUs/ECS.
The following functions are available: function. The output from the speed controller is a ‘request for fuel amount’ The installation is equipped with two MOPs (A and B) and both are fully
• Manoeuvring: Automatic manoeuvring via the telegraph levers to be injected for the next combustion. This request is run through different operational and provide 100% redundancy.
in the wheelhouse or ECR. protective algorithms (the fuel limiters) and the ‘resulting amount of fuel
command’ is produced. MOP A comprises of a touch screen, PC and trackball, while MOP B comprises
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• Start/Stop: Automatic engine start by means of the main
of a touch screen, PC, CD-ROM drive, keyboard and mouse. A printer is also
operator panel (MOP) in the ECR.
Based on the selected engine running mode, the injection profile is selected and incorporated in the installation to allow ‘hard copies’ of displayed data to be
• Start/Stop: Control of the engine from the engine side local the timing parameters for the fuel injection and exhaust valve are calculated, made. The MOP enables the operator to carry out engine commands, adjust
operation panel. together with the pressure set point for the hydraulic power supply. The resulting the engine parameters, select the running modes, and observe the status of the
• Speed: Automatic control of ship’s speed from the telegraph ‘fuel amount’ command, the requested fuel injection profile, the cylinder LO control system. A description of the MOP functions is detailed below.
lever in the wheelhouse or ECR. feed rate and the timing parameters are all sent to the cylinder control units
(CCU) of the cylinder in question via the control network. The hydraulic The MOP comes with a service kit which includes a set of CDs. The CDs
• Safety System: Automatic overspeed, shutdown and slowdown pressure set point is sent to all of the auxiliary control units (ACUs). contain the parameters and programs for the control system and are installed
systems to protect the engine. Manual engine emergency stop on the MOPs at engine commissioning. The CD set should be kept on board
pushbuttons are provided at all of the control locations. For redundancy purposes, the control system comprises of two ECUs operating as back-up.
• Telegraph System: Handle-type telegraph control/transmitter in parallel and performing the same task, one being a ‘hot’ standby for the
units are fitted on the bridge and in the ECR. A telegraph system other. If one of the ECUs fail, the other unit will take over the control without
Control Stations
is also fitted at the engine side local control panel. any interruption.
The engine is normally controlled from either the bridge, the ECR or the local
The ECS consists of a set of controllers, connected as shown in illustration operation panel (LOP). The LOP is mounted at the engine side and allows basic
Auxiliary Control Units (ACU)
number 2.1.2a. These controllers are: functions such as starting, engine speed control, stopping and reversing to be
The ACUs control the pressure of the hydraulic power supply system and the carried out. Only the most important engine data is displayed at the LOP.
• Engine interface control units electrical start-up hydraulic pumps using the pressure set point given by the
• Engine control units ECUs as a reference. The ACUs control the start and stop of the auxiliary
blowers according to the scavenge air pressure. The control of the auxiliary
• Auxiliary control units equipment on the engine is normally divided amongst the ACUs so that, in
• Cylinder control units the event of a failure of one unit, there is sufficient redundancy to permit
continuous operation of the engine.
• Main operating panel
• Control stations

Illustration 2.1.2b Main Operating Panel Alarm List Screen Shot
0 8 0 0
Alarms Alarm List 2009-04-06 17:19:15 Alarms...
ID Time Description Status Limit Current Ack Alarm List
EICUA_SN0-CCU2 09:10:49 NET A not connected to CCU2 Alarm - -

EICUA_SMBsTOAI 09:10:42 Bridge Control communication fail Alarm - -
Event Log
EICUB_020125L 12:08:48 Run in Parameter set not Valid Alarm - -
EICUB_SN1-MOPB 07:37:30 NET B not connected to MOPB Alarm - -
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EICUB_SN0-MOPB 07:37:25 NET A not connected to MOPB Alarm - - Manual
Cut-Out
CCU1_031220 11:12:15 Failing Lubricator Feedback Alarm - - List
CCU1_030406 11:36:20 Position Feedback Signal Suspicious Alarm - -
Channel
CCU1_410204 11:36:28 Suprv. Ch30, 4102, Prop. Valve Positi Alarm - - List
CCU1_01010428 11:12:15 Tacho set B failure Alarm - -
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Engine...
Auxiliaries...
Maintenance...
Info
Admin...
Access
Line/of
Ack. Ack. Cut-Out Info Chief
All 1 8

Main Operating Panel Note: The password is hard-coded in the system and cannot be changed. • Status (normal, alarm, low, high, not available, auto cut-out,
manual cut-out)
Various functions can be carried out via the MOP which is the human machine • Acknowledge
interface (HMI) with the engine and engine control system. The HMI screen Alarm Handling
always consists of four fixed areas: Alarm handling is carried out from four screens which can be accessed via the The acknowledgement status field of non-acknowledged alarms contains an
• An alarm status bar showing the oldest non-acknowledged secondary navigator by pressing the ALARM button in the main navigator. icon toggling between two states, alerting the operator of a non-acknowledged
alarm and alarm status at the top of the screen When pressing this button the latest selected alarm screen will be shown on the alarm. The status of the alarm can also be identified by the background colour
screen. If no screen has previously been selected, the alarm list will be shown. as well as the graphical identification in the Acknowledgement field on the
• A navigation bar at the right-hand side of the screen The screen can then be changed via the secondary navigator to show: screen. These colours are:
• A toolbar at the bottom of the screen • Alarm List
• A screen display area Alarm Status Acknowledge Status Colour
• Event Log
Alarm Non-acknowledged
The HMI is shown in illustration 2.1.2b, which shows the Alarm List Screen. • Manual Cut-Out List
Alarm Acknowledgement in progress
The MOP operates at two levels, Operator level and Chief level. In Operator • Channel List Alarm Acknowledged
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level no parameters can be changed and it is used for normal operation and
monitoring only. The Chief level allows the operator to set parameters and is Non-alarm Non-acknowledged
password protected. The operator selects a ‘screen’ from the navigation bar Alarm List Non-alarm Acknowledgement in progress
on the MOP overview, then from within each screen, various tasks can be The Alarm List allows for the display, acknowledgement and cut-out of raised Cut-out not available Non-acknowledged previous alarm Light grey
performed and engine parameters displayed. The main screens comprise: alarms. Detailed alarm explanation can also be accessed for each alarm. The Cut-out not available Acknowledgement of previous alarm in Light grey
• Alarm System alarms are displayed in chronological order with the latest alarm at the top of progress
the screen. If there are too many alarms to be displayed at the same time the
• Engine Operation remaining alarms can be accessed by pressing the PAGE UP/PAGE DOWN
arrows on the toolbar. Alarms presented in the alarm list can be found in three Event Log
• Auxiliaries
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states: The Event Log is used for viewing the history of events which will support the
• Maintenance operator in troubleshooting. Events stay in the log even after they have been
• Alarm non-acknowledged
• Administration acknowledged and are no longer active. Alarms are logged with three events;
• Alarm acknowledged alarm, normal and acknowledged. The events are stored in a database on the
In addition to the control and monitoring functions which are carried out via • Normal non-acknowledged MOP’s hard disk with both local and UTC time stamps. Up to 1 million events
the MOP, various functions can also be performed from the Nabtesco engine can be logged in the event log, with the oldest events being discarded.
manoeuvring control panels. Details of these control panels and the functions An alarm can only appear as one line in the alarm list. An acknowledged alarm
available are described below in Section 2.1.3. going into normal or an alarm changed to normal being acknowledged, is Each event is shown as a single line and each event line is divided into the
immediately removed from the list. Acknowledgement of a single or all alarms following fields:
is by pressing the ACK/ACK ALL buttons on the toolbar. Event identification tag number.
Alarm System Screen
Date of the event.
The alarms displayed on the MOP panel are all related to the main engine ECS Note: By pressing the ACK/ACK ALL buttons on the toolbar, only the
alarms visible on the screen will be acknowledged. Time of the event.
and thereby surveillance of the engine condition. The ordinary alarm system
and the main engine ECS alarm system are connected and able to interact. This Description of the alarm.
is due to the use of common sensors for indicating and detecting alarms as well To see a detailed alarm explanation the relevant alarm line must be pressed,
the line will then be surrounded by a dotted line. By pressing the INFO button Status - This field shows either Normal or Alarm.
as slow down and shutdown.
on the toolbar, a window will appear just above the toolbar which contains a MCo - Shows whether the alarm is Manual Cut-Out or not.
Note: The engine alarms and operating functions are also displayed on description, cause and effect of the alarm.
ACo - Automatic Cut-Out.
additional screens and panels which are described in Section 2.1.4.
The alarm lines are divided into fields as shown in illustration 2.1.2.b. The Ack - The alarm is acknowledged.
fields include:
Alarms interacting with the engine safety system are common for the ECS and
Events can be sourced by date and time, tag number or by scrolling up and
the ordinary alarm systems. When a slowdown alarm has been detected by the • Alarm identity number
down the event list.
external slowdown function, this is signalled to the ECS by a binary signal.
• Time of occurrence
When the binary signal is high, the resulting speed set point is forced to the
preset slow down level. • Description of the alarm

Illustration 2.1.2c Main Operating Panel Operation Screen Shot
0 8 0 0
Engine Operation 2009-04-07 01:04:15 Alarms...

Main State Command [RPM] Speed [RPM] Fuel Index [%]
FWE Bridge 0.0 Speed Modifier Index Limiter
Engine
ECR 0.0 Shut down Operation
Shut down LOP 0.0 Set Point Actual Limiter Actual
0.0 0.0 0 0
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Running Mode Governor Mode
100 Status
100
Economy RPM Control
85.0
Start Air Inlet Oil Hyd.Oil Scav. Air 80
20.5 Bar 3.2 Bar 278 Bar 0.00 Bar Process

80 Information
30 4 250 4 60
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40 Cylinder
3 225 3 Load
20
20 60
2 200 2 Cylinder
0
Pressure
10
1 175 1 -20 40
Auxiliaries...
0 150 0 -40
0
HPS Lubricator Auxiliary Blowers 20 Maintenance...

-60
Auto Stopped Auto Stopped
-80
Admin...
-100 0
Engine Start
Access
Start Status Perpare
Slow Turn Auto Air Run Chief
Stopped Start

Manual Cut-Out List Operation Command (RPM)
Alarms can be manually cut-out where a sensor has failed and cannot be The command indicator contains various status fields. Two fields (highlighted),
changed immediately, resulting in a continuous alarm. The manually cut-out The operation screen comprises several ‘fields’, which show the principal indicating the current active control station (Bridge, ECR-comb., ECR-sep. or
alarms are shown in a separate list, which can be accessed from the navigation engine functions whilst it is running and during preparations for starting. The LOP) and the actual speed command setting for each of the control stations.
bar. Alarms can be cut-out manually from the Alarm List, Manual Cut-out List screen is shown in illustration 2.1.2c. The actual selected control station is indicated by dark blue (normal selection)
or Channel List screens. All alarm channels that have the status ‘manual cut- or yellow (take command) as described below.
out’ are shown in the manual cut-out screen. Main State Field
The bridge control and ECR Comb. stations are parts of the Remote Control
The Main State Field contains 3 status fields, indicating the current sub-
Removing (activating) an entry from the manual cut-out list is done by System (RCS). Only one control station at a time can be active and that station
telegraph command states and the states of the engine. The background colours
highlighting the alarm on the screen and pressing the button REACTIVATE in is then called the active station.
on the graphics are specified as:
the toolbar.
Dark - Normal state The active control station is normally selected via the RCS request/acknowledge
Automatic alarm cut-outs can be used to suppress alarms which are unimportant Grey/dimmed - Not in use system, however, the selection can be overridden from either the ECR or LOP
in specific states, for example, when an engine is stopped, or when a sensor has by the TAKE COMMAND buttons which are wired directly to the ECS and
been detected as being faulty. situated on the control station panels.
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The top field indicates the actual sub-telegraph command:
• FWE (Finished With Engine) If the active control station selection is inconsistent, the ECS keeps the last
Channel List
• Standby valid active control station as the active station, until a new valid selection is
The Channel List screen contains the status information of all alarm channels available (possibly a ‘take command’). In the event that the ‘take command’
within the ECS, no matter the status of the individual alarm channel. As • At Sea signals from both the ECR and the LOP are selected simultaneously, the LOP
default, the alarm channels are listed in tag name alphabetic order. From the has first priority and is selected.
alarm channel screen, it is possible to cut-out (and reactivate) alarm channels. The centre field indicates the states of the engine:
• Blank: The engine is operative or blocked according to the sub- RPM Fine Adjust
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Engine Operation Screen telegraph command
By pressing the Command (RPM) button the RPM Fine Adjust toolbar is
• Engine not blocked (background yellow if the top field is in the displayed. This allows the operator to adjust the RPM set point, and can be
Five screens within the Engine Operation sub-menu allow the operator to FWE condition) used in operator level; the adjustment range is +/- 2 RPM. Moving the regulator
operate and monitor the engine and to adjust engine parameters. The Engine handle will disable this mode.
• Engine not ready (background yellow if the top field is in
Operation screens comprise:
Standby or in the At Sea condition).
• Operation Running Mode and Governor Mode Fields
• Status The cause of the states ENGINE NOT BLOCKED or ENGINE NOT READY
can be seen in the Status Screen in the field Start Conditions. The engine running mode and governor mode buttons each contain a status
• Process information field indicating the current active running and governor modes.
• Cylinder load The bottom field indicates, via yellow or red warnings, why the engine is not
ready: The running mode can be either ‘economy’ or ‘emission’; two additional
• Cylinder pressure modes may be available. If only the economy mode is available, the mode
• Blank: The engine is ready. selection is not usable (dimmed).
The operation and status screens relate to engine start-up preparations and • Increased limiter (yellow) is shown when active, and the engine
running. The process information, cylinder load and cylinder pressure screens status is not FWE, and neither start blocked or shutdown status The governor mode can be either RPM control, torque control or index control.
are mainly concerned with engine adjustments. is active. Increased limiter is a warning condition. Changing the running mode is done by pressing the running mode button.
This brings up a toolbar where the current running mode is selected. Pressing
• Start Blocked (red) is shown when active, and the engine status a button representing any available mode will issue a command to the control
is not FWE, and the shutdown status is not active. Start blocked system requesting a change to the corresponding mode. Changing the governor
is an alarm condition. mode is similar to changing the running mode.
• Shutdown (red) is shown when active. Shutdown is an alarm
condition.

Illustration 2.1.2d Main Operating Panel Status Screen Shot
- - ! 4 9 2 0
Engine Status 2009-03-07 11:19:15 Alarms...

Main State
Main...
Standby Start Air Engine...
28.2 Bar Operation
Slow...
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Start Conditions A Status
Main Starting Valve
in service position
Main Starting Valve Process
! blocked Information
B
Start Air Distribution
System in service
Cylinder
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Start Air Distribution Load
! System blocked Start Valve Cyl. -1 ...2 ...#
Starting Air Pressure

Cylinder
Control Air Pressure Pressure
Blowers Hyd. Oil
! Control Air Vented
Turning Gear Stopped 170 Bar Auxiliaries...
disengaged Turning Gear Crankshaft
Aux. Blowers Disengaged Maintenance...
Hyd. Power Supply
Hyd. Pressure
Pitch Start blocking
Control Air Admin...
---
6.9 Bar
Access
Start Status
Details Chief
Running

Pressure Indicators Min. Speed Command: The minimum speed command modifier defines a Start: The start limiter defines a fixed amount of fuel to be
minimum speed set point during operation of the used for the first injections during starting.
Pressure indicators are provided for parameters such as starting air, lubricating
engine.
oil, hydraulic oil and scavenge air. The indicators consist of a bar graph and a
status field. Both the bar graph and the status field indicate the actual pressure Chief: The chief limiter defines a maximum amount of fuel
of the actual medium. Max. Speed Command: The maximum speed command modifier defines a to be injected according to settings performed by the
maximum speed set point during operation of the operator at the Cylinder Load screen.
engine.
Auxiliary System Status Indicators Scavenge Air Pressure: The scavenge air pressure limiter defines a maximum
The auxiliary system status indicators display information relating to the Shutdown amount of fuel to be injected based on the actual
operation mode of the auxiliary systems controlled by the ECS. These are all scavenge air pressure, in order not to over-fuel the
indicators and do not allow changing the mode or status. Possible control is Slowdown engine.
made on the panels for the actual systems. The indicators include:
• Hydraulic power supply: manual or automatic. Speed Ramp: Increase of speed is limited by the ramp and by the Torque: The torque limiter defines a maximum amount of
load program. fuel to be injected according to the actual engine
• Cylinder lubricators: running, stopped, prelubrication and load speed, so ensuring the engine torque does not exceed
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change dependent status (LCD) ON/OFF. recommended levels.
Load Control Program: The load control modifier defines a maximum speed
• Auxiliary blowers are represented by two status fields. One set point that ensures the maximum fuel oil index
field indicates the operation mode, automatic or manual. The limit is not exceeded. Hydraulic Power Supply: The hydraulic power supply pressure limiter defines a
second field indicates the current status of the blowers, stopped, maximum amount of fuel oil to be injected according
starting, running or failed. Barred Speed Range: Indicates that the modifier has changed the preset to actual hydraulic power supply requirements. This
from inside a barred range to either lower or upper is to ensure that the hydraulic power supply pressure
limit of the ramp. The engine may have 0-2 barred does not drop below a minimum operation limit.
Start Status Indicator
speed range(s). This limiter is only active in case of malfunction of
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The start status indicator consists of a single display showing information on the HPS.
the status of a start attempt. The status shown can be one of the following: RPM Fine Adjust: The speed is being modified according to the setting
• Stopped entered in the RPM Fine Adjustment toolbar on the Blank: When no index limiter is active, the field is blank.
Operation Screen.
• Running
Prepare Start Button
• Repeated start (yellow) If the function is used, the barred speed range(s) is marked on the side of the
bar graph; barred speed ranges are identical in the ahead and astern directions. The PREPARE START function is normally activated before starting if the
• Slow turn fail (red)
When operating from the ECR and bridge, the engine speed set is automatically engine has been stopped for some time. Pressing the button will start the
• Start fail (red) cylinder prelubrication and the auxiliary blowers (if stopped). When pressed,
kept outside the barred speed range of 30 - 37 rpm.
the button will stay down until the procedure has completed. The command is
Speed Indicator available only when the engine is stopped and the ‘prepare start’ procedure is
Note: In the case of a cylinder misfiring the main engine revolutions should not running.
The Speed Indicator consists of a bar graph. The bar graph is centred at ‘0’ and not exceed 80 rpm.
positive and negative is up and down respectively. The set point and the actual
running speed of the engine are shown in the two displays above the graph. Slow Turn Button
Fuel Index Indicator
The uppermost display is the speed command modifier. The speed modifier is The MANUAL SLOW TURN is used during preparations before starting the
a function that may override the actual speed command and control the speed The fuel index indicator consists of a bar graph and a set of status fields. The engine. Slow turning is normally performed with the indicator cocks open to
system set point for the engine speed. When the function is active, the control top status field indicates the current effective or nearest limiter. The electronic allow inspection of the blow-out. When the button is selected, the engine is
mode is shown in the Speed Indicator. The available modes are: governor will limit the fuel index command according to the actual engine operated on starting air through the slow turn valve as long as the regulating
operating conditions. If no limiter is currently active the nearest limiter is handle is activated.
Start/Stabilising: The stabilising modifier defines a speed set point that displayed on a light blue background. When a limiter is active it is displayed
ensures the starting of the engine. on a dark blue background. Below the limiter status field is a set of dynamic
labels displaying the actual fuel index and the current fuel index limit. The fuel Auto Button
Stopped: The stopped modifier sets the speed set point to limiters include: The AUTO button is pressed when starting preparations are completed. When
zero. selected the engine will perform a normal automatic start.

Illustration 2.1.2e Main Operating Panel Process Information Screen Shots
- - ! 4 9 2 0
Engine Process Information 2009-03-07 11:19:15 Alarms...

Running Mode Speed Control
Engine...
Operation
Running Mode Speed Set Poin [RPM] Speed Actual [RPM]

Economy 71.9 72.1 Status
Estimated Engine Load Fuel Index Set Point

57% 75 % Process
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Information
Maximum Pressure Hyd. Oil Set Point Hyd. Oil Actual
118 Bar 169 Bar 171 Bar
Cylinder
Load
Compression Pressure Pscav Actual - - ! 4 9 2 0
86 Bar --- 1.03 Bar Engine Process Information 2009-03-07 11:19:15 Alarms...
Cylinder
Pcomp/Pscav
Pressure Running Mode Speed Control
42.9 Engine...
Auxiliaries... Command [RPM] Speed Set [RPM] Index Limit [%] Fuel Limit [%] Speed [RPM]
Operation
Exh. Valve Open Timing
QGTC
Bridge 71.9 71.9 82 76 71.6
115.9°ATDC
Maintenance...
Status
+
Speed Modifier Governor Limiter Engine
Admin...
- Process
Information
Access
Speed Modifier Index Limiter Cylinder
Chief Load
Stabilising Start
Stop Chief
Cylinder
Minimum Speed Scav. air pressure Pressure
Maximum Speed Torque
Fixed Speed Set Hyd. Power Supply Auxiliaries...
Shut Down
Slow Down
Maintenance...
PTO
Speed Ramp
Admin...
Load Program Active Modifier Active Limiter Nearest Limiter
Barred Speed Range
Access
RPM Fine Adjust
Chief

Air Run Button • Starting air distribution system blocked (FWE) Crankshaft
The air run button function is only available in CHIEF mode and is used when Dark when the start air distribution system is not blocked Shows the current position of the crankshaft when turning the engine with the
testing the tacho system or starting air valves. turning gear and allows checking of the crankshaft position in case of starting
Dimmed when the start air distribution system is blocked
air valve malfunction. When the engine is running the field display shows
SLOW TURN and AIR RUN are activated when the regulating handle is in • Starting air pressure (standby or at sea) RUNNING.
the RUN position. The engine will rotate until the handle is set to STOP or the Dimmed when the starting air pressure is not satisfactory (low
engine is started by pressing the AUTO button. The air run function is similar and bridge control) Turning Gear Status
to the slow turning function, except that the main starting valve is open so the
engine turns over faster but still without fuel injection. Dark when satisfactory The field shows either engaged or disengaged.
• Control air pressure (standby or at sea)
Status Dimmed when the control air is vented Control Air Pressure
Dark when the control air pressure is low Displays the control air pressure continuously.
The engine Status screen provides information specifically for use when
changing the status of the engine, ie, in the process from FWE to standby state Green when the control air pressure is satisfactory
or vice versa. Starting Air Pressure
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• Control air vented (FWE)
Displays the starting air pressure continuously.
Main State Field Dark when the control air is not vented
The main state field shows the same information as the main state field in the Dimmed when the control air is vented Auxiliary Blowers
Operation screen view, FWE, STANDBY or AT SEA. • Turning gear disengaged (standby or at sea) Shows the status of the auxiliary blowers (Stopped, Running, Starting,
Dimmed when the turning gear is not disengaged Failed).
Start Conditions
The START CONDITIONS field is a status list, showing whether the engine is Dark when turning gear is disengaged
Hydraulic Oil
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ready for start or not. The conditions shown must have a green checker mark • Auxiliary blowers (standby or at sea)
before starting of the engine is possible. If a condition has a red background and Displays the system hydraulic oil pressure continuously.
Dimmed when blowers are not operational
a white exclamation mark or an exclamation mark on a yellow background, the
engine is not ready for starting. If the condition is not relevant the background is Dark when blowers are operational Details
dimmed, but a check mark or exclamation mark will still indicate the status for • Hydraulic power supply start-up pumps (standby or at sea)
the condition. The possible status indications of each field are listed below: Displays the individual readings of starting air, control air and crankshaft
Dimmed when the HPS is not satisfactory sensors.
• Main starting valve in service position (standby or at sea)
Dark when the HPS is satisfactory
Dimmed when the main starting valve is not in the service Pneumatic Diagram
position • Hydraulic pressure (standby or at sea)
In addition to the information described above the screen contains a diagram
Dark when the main starting valve is in the service position Dimmed if the pressure is too low
of the pneumatic starting and control air system. The diagram is intended to
• Main starting valve blocked (FWE) Dark if the pressure is satisfactory show the functionality of the system. The pilot valves A, B and Slow Turning
can and must be activated to test that the main starting valve and the slow
Dimmed when the main starting valve is not blocked
Start Status Indicator turning valve open; this will also test the tightness of the starting air valves in
Dark when the main starting valve is blocked the cylinders. Pressing the field encircling the pilot valves opens a toolbar from
The start status indicator consists of a single field containing information on which activation of the pilot valves is possible.
• Starting air distribution system in service (standby or at the current start status. Three successive start attempt failures or a slow turn
sea) failure will cause START BLOCKED. The conditions below are indicated in
Dimmed when the starting air distribution system is blocked the start status indicator: Process Information
Dimmed when the starting air distribution system is not in • Stopped The process information screen gives the operator a quick view of the possible
service • Running limiters/governors used. The screen always shows the values currently in use.
Dark when the starting air distribution system is in service • Repeated start (warning)
• Slow turn failed (alarm)
• Start failed (alarm)

Illustration 2.1.2f Cylinder Load / Pressure Screen Shots
0 8 0 0
Engine Cylinder Load 2009-04-07 01:19:15 Alarms...

All 1 2 3 4 5 6 7
Offset High Load [%]

Engine
0 0 0 0 0 0 0.0
0 0 Operation
10
0 Status
-10
Offset Low Load [%] Process

Information
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0 0 0 0 0 0.0
0 0
5
Cylinder
Load 0 8 0 0
0
Engine Cyllinder Pressure 2009-04-07 01:19:15 Alarms...
-5 Cylinder
All 1 2 3 4 5 6 7
Pressure
Chief Index Limit [%] Maximum Cylinder Pressure Offset [Bar]
Engine
110 110 110 110 110 110 0.0
110 110 0 0
Auxiliaries... 0 0 0 0 0.0
0 0 Operation
QGTC
100 20
50 0
Maintenance... Status
0 -20
Exhaust Admin... Process

Valve Enabled Enabled Enabled Enabled Enabled Enabled Enabled
Information
Operation Compression Ratio Offset [-]
0.0 Access 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cylinder
0 Load
0
Cylinder
Pressure
-2
Auxiliaries...
Exhaust Valve Open Timing Offset [Deg]
0.0 0.0 0.0 0.0 0.0 0.0 0.0

0.0 0.0
Maintenance...
0
-1
Admin...
-2
Access
Chief

Running Mode Hydraulic Pump System 2. Pump Torque Limiter
The running mode field is the same as described in the Operation Screen section The torque limiter has two functions:
under Running Mode and Governor Mode Field. An engine running mode is This screen is a schematic drawing of the hydraulic power supply system. The
screen shows the four engine-driven pumps and two electrically-driven start- • The total torque to the engine-driven pumps must not exceed a
based on an algorithm which continuously determines the fuel injection and
up pumps; a bypass valve from the pump pressure side to suction side is also level that can harm the gear and chain drive. To protect the pump
exhaust parameters. By controlling the cylinder process (maximum cylinder
shown. drive the sum of the swash plate positions must not exceed a
pressure, compression ratio and blow-back), fuel efficiency and emissions can
predefined value.
be controlled to a certain extent. The engine running modes contain different
algorithms and provide various fuel efficiency and emission characteristics. The following screens can also be activated directly from the screen, the • To protect the individual pumps from breakdown or damage.
The running modes are configured by the engine designer. operating mode must be Chief level:
1. HPS Mode From the Pump Torque Limiter field the operator can cancel the torque limiter
Speed Control: This field is the same list of speed modifiers as described in function via a toolbar (Chief level only). The toolbar is displayed by pressing
2. Pump Torque Limiter Pump Torque Limiter field; the torque limiter is reactivated via the same
the Operation Screen section under Speed Indicator.
3. Set Point toolbar.
Index Limiter: This field is the same list of index limiters as described in the 4. Bypass
Operation Screen section under Fuel Index Indicator. When the limiter is cancelled, the electrically controlled swash plates of the
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pumps are allowed to move to their mechanical limitation (if required). When
On the screen, activated displays are shown in 3-D graphic. The inactive
the torque limiter is active the swash plates are limited to an electrically
Cylinder Load displays are in 2-D graphic. Once activated, the display is highlighted with a
controlled maximum position.
blue line at the outer circumference. A ‘details’ button is located at the bottom
From the Cylinder Load screen the operator can: of the screen; when activated all individual pressure readings available on the
system are displayed. Pressing the button a second time brings the operator CAUTION
• Adjust the load limit on one or more cylinders. back to the default screen. There is a risk of mechanical overload to the pump drive line when
• Adjust the engine cylinder load balance. the torque limiter is cancelled and it is recommended that the engine
manufacturer be contacted before this action is taken.
• Cut out one or more cylinder units. 1. HPS Mode
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Pressing the HPS Mode button activates a toolbar at the bottom of the screen.
Adjustments to the engine can be made in relation to cylinder mean indicated 3. Set Point
From this toolbar the operator can change between Auto and Manual mode
pressure (MIP) and with regard to fuel properties; adjustments to the engine when in Chief level. Adjusting of the hydraulic power oil pressure set point can be done from the
must be made in the Chief operating mode. Set Point display, where the actual set point is always shown. The engine must
The automatic mode allows the operator to: be running and adjustment is only possible at Chief level and in manual mode.
Cylinder Pressure The actual oil pressure is shown at the display as Hyd. Oil.
• Select one of the electrically-driven pumps as the master pump
The settings of the maximum pressure level and balance, compression ratio and • Select one of the engine-driven pumps as pressure controlling Note: Adjustment of the set point is only intended as an option in test or
pump failure situations.
exhaust valve timing are combined into a single screen view called Cylinder
Pressure. All changes in this screen have to be made in the Chief operating
mode. Commands in auto mode can be performed in Operator and Chief levels. As default, the pressure is in the range of 150-210 bar and is set in at
commissioning. The engine shutdown level is approximately 150 bar and this
In manual mode, additional operating functions include: is also set at engine commissioning. The pressure set point is only relevant for
Auxiliaries Screen • Set the current hydraulic pressure set point the engine-driven swash plate pumps, as the pressure of the electrically-driven
start-up pumps is limited via mechanically adjusted pressure limiting valves.
Hydraulic power supply, scavenge air and cylinder lubrication are monitored • Operate the engine-driven pump bypass valve
The start-up pumps are automatically stopped at normal engine running when
in the Auxiliaries main navigator. Three different screens allow the operator to • Start and stop the electric hydraulic pumps the engine-driven pumps supply the hydraulic system.
control and monitor these systems. These screens are:
• Hydraulic Pump System Commands in the manual mode are only possible in the Chief level.
4. Bypass
• Scavenge Air A bypass is installed on the main pressure line from the engine-driven pumps.
Note: The engine-driven pump bypass valves should be tested for movement
• Cylinder Lubricators every 6 months when the engine is stopped. At normal running with the hydraulic pump system in ‘Auto’ mode, the bypass
will open in the event of engine shutdown, when engine rotation may occur due
to windmilling of the propeller. The bypass will return oil to the suction side of
Note: If automatic control of the engine-driven pump cannot be maintained the pumps, thereby avoiding cavitation and unintended wear on the pump parts.
the pump swash plate is set to 100% in the ahead direction only.

Illustration 2.1.2g Hydraulic Pump and Scavenge Air Screen Shots
! 4 9 2 0
Auxiliaries Hydraulic Pump Systems HPS 2009-05-17 17:24:38 Alarms...
HPS Mode Pump Torque Limiter Cylinder Cyl.2 Cyl.#

Double Pipe
Exh Fuel Cyl Engine...
Auto Limiter Actived
6 Bar Valve Press Lub
Actuat Boost
Auxiliaries...
1201-1 1201-2 1201-3 Hydraulic

System
169 172 172
Inlet Oil Set Point Hyd Oil Blowers
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2.1 Bar 169 Bar 170 Bar
Cylinder
Lubricators
Maintenance... 0 8 0 0
Auxiliaries Scavenge Air 2009-05-17 17:24:38 Alarms...
M 1 2 3 1 M 2 M Admin...
QGTC
Engine...
Ctrl Folw Folw Closed Master
49% 60% 61% Stopped Stopped Auxiliaries
Hydraulic
1204-1 1204-2 1204-3 System
2.1 2.1 2.1 Exhaust Receiver
Access Scavenge
Details Air
Scavenge Air TC
Engine Cylinder
1.03 Bar
Lubricators
Maintenance...
Scavenge Air Receiver
Admin...
Blowers Mode
1 M 2 M
Auto
Stopped Stopped
Access
Details Chief

Also, if the engine shutdown was caused by a leakage on the high pressure side Cylinder Lubricators is used after repairs, etc, on the lubricator(s), enabling checks
of the hydraulic system, the amount of oil spilled can be reduced. to be made for leaks and injection. If the button for a single
The Lubricator Control System (LUBECS) provides the operational monitoring cylinder is pressed, a toolbar is shown which enables lubrication
The bypass valve should be tested every 6 months to ensure correct operation. and control of the cylinder lubrication plant. The following displays are on that particular cylinder only. The lubricator test can only
The valve is tested at Chief level, with at engine stopped, and the hydraulic available for monitoring the system: be conducted if hydraulic pressure is present to operate the
power system in manual mode. lubricators.
• Flow: The flow display shows the ordered LO amount in litres/
hour.
Double Pipe Maintenance Screen
• Total: The total display shows the total ordered amount of LO
This display shows the pressure in the outer pipes of the high pressure double used since the last power-up of the ECU involved. The values for
pipes and is normally between 0 and 10 bar. flow and total are based on the counted numbers of lubrication The three maintenance screens give an overall view of the status of the ECS
strokes and the displaced amount per stroke. system and these are:
• System View I/O Test
Scavenge Air • LCD: The load change dependent display shows whether the
LCD lubrication function is on or off. • Invalidated Inputs
The Scavenge Air screen contains information and controls for monitoring and
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• Basic Feed Rate: The Basic Feed Rate is a calculated rate for • Network Status
operating the auxiliary blowers. The screen shows both auxiliary blowers and the complete lubricator system in g/kWh. The formula for
the status of each blower is shown (stopped, starting, running or failed). By calculating the basic feed is = S% x (FEED RATE FACTOR). The Maintenance screens can be accessed via the secondary navigator by
pressing the details button, the current scavenge air pressure is shown for each (S% being the sulphur content of the fuel.) pressing the MAINTENANCE button in the main navigator. The screens
scavenge air sensor. The blowers are normally operated in the Auto mode and
• Actual Feed Rate for each cylinder: The bar graphs for are mainly used during fault finding on I/O cabling/channels and external
starting and stopping is as indicated below:
individual cylinders shows the actual feed rate per cylinder, after connections to sensors. For details regarding the use of the maintenance
the influence of limiters, load control, etc. If the feed rate due to screens, reference should be made to the manufacturer’s instruction manual.
The blowers are started when:
low load exceeds the maximum display capacity (1.45g/kWh),
• The PREPARE START button is pressed when in the Operation the upper display on the bar graph shows ‘Low Load’.
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Screen. Administration Screen
• The manoeuvring handle is moved to start position. (The engine The following additional displays are available in the Chief level: Two screens are available in the Administration screen, Set Time and Version.
start will be is delayed until the blowers are running and the • Prelube: This function is used for testing the lubricators. The In the Set Time screen, the operator is able to set the time and date for UTC
scavenge air pressure is correct.) test can only be conducted if hydraulic pressure is present (Chief level is required) or to set the time offset for Local Time. Pressing the
• When the engine is running, but the scavenge air pressure is to operate the lubricators. The feedback from the lubricators button UTC Date/Time or Local Date/Time will display toolbars, from which
below a certain value, eg, during manoeuvring. allows the operator to evaluate the system’s performance. the date and time can be set.
The blowers are stopped when: Note: When the prelubrication button is pressed, each lubricator is activated The Version screen displays the version type of the ECS controlling the main
20 times at the fastest speed. engine. It is used to obtain the configuration information of the electronic
• The engine is shut down. control system. It displays, in table format, all the controllers that comprise the
• The current sub-telegraph command state is moved to the FWE system, including specific information relating to each controller.
position. • S%: Activating this display enables the adjustment of the
sulphur content function to that of the fuel in use.
• 10 minutes (adjustable) after engine has been stopped.
• Feed Rate Factor: Enables the adjustment of the feed rate for all
• The engine is running and the scavenge air pressure is above a cylinders. The display shows the feed rate as ‘g/kWh%S’.
specified level.
• Min. Feed Rate: Enables the adjustment of the minimum feed
Changing to manual auxiliary blower operation is accomplished via the toolbar. rate for all cylinders. The value is displayed in g/kWh and is
By pressing the blower display (at Chief level and in manual mode), it is also normally set to 60% of the basic recommended feed rate.
possible to start and stop individual blowers. By pressing the details button the • Feed Rate Adjust Factor: Enables the adjustment of the feed rate
current scavenge air pressure can be displayed. for each cylinder.
• Running in %: Allows the feed rate to be adjusted for a single
cylinder which requires running-in.
• Lubricator Test Sequence: This function starts a continuous
operation of the lubricator at normal injection rate. This feature

Illustration 2.1.3a Manoeuvring Control System Architecture

Bridge Indicator Telegraph Telegraph Telegraph Telegraph Bridge Indicator
Revolution Indicator Revolution Panel Transmitter Logger Logger Transmitter Panel Revolution Revolution Indicator
for Wing Indicator Indicator for Wing
No.1 No.2 Bridge Collective Mode No.1 No.2

C/O Panel
Revolution Signal Bridge Power Supply Unit Bridge Terminal Board Unit Bridge Terminal Board Unit Bridge Power Supply Unit Revolution Signal
from C/R TBU from C/R TBU
AC DC AC DC
Electric Shaft Control Panel
Source Source Source Source
Bridge
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Supplied by IAS Maker Modbus (Main) Communication Modbus (Main) Communication Supplied by IAS Maker
Modbus (Sub) Communication Modbus (Sub) Communication
Net I/F Card Revolution Revolution Main Engine Telegraph Telegraph Main Engine Revolution Revolution I/F Card Net
Work Unit Indicator Counter Safety Panel Receiver Receiver Safety Panel Counter Indicator Unit Work
C/R Power Supply Unit C/R Power Supply Unit
Revolution Signal Revolution Signal

AC DC from C/R TBU from C/R TBU DC AC
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Source Source Source Source
Modbus (Main) Main Engine Main Engine Modbus (Main)
Communication Modbus Control Box Control Box Modbus Communication
Card (A) Card (A)
Run Hour Meter Relay Panel Engine Control Engine Control Relay Panel Run Hour Meter
Modbus Room Panel Room Panel Modbus
Card (B) Card (B)
C/R Terminal Board Unit C/R Terminal Board Unit

Modbus (Sub) Modbus (Sub)
Communication Communication
ECS ECS
(Engine Control System) (Engine Control System)
for No.1 Engine for No.2 Engine
Terminal Board Unit for C/R Motor Drive
C/R
Local Operating Panel Local Operating Panel
ECS Proximity Switch for Safety System Proximity Switch for Safety System ECS
(Engine Control System) and Junction Box and Junction Box (Engine Control System)
for No.1 Engine for No.2 Engine
Telegraph Telegraph
Gong Gong
B&W Main Engine B&W Main Engine
Local

2.1.3 Main Engine Manoeuvring Control Bridge Control Facilities • 15V power supply fault
• Communication abnormal
Manufacturer: Nabtesco Corporation The bridge control station is fitted with controls for the operation of each main
Model: M-800 MkIII engine, and when in bridge control the engines can be selected to operate • Telegraph transmitter potentiometer fault
individually (Individual Mode) or collectively (Collective Mode). In the
individual mode, each engine is controlled independently, whilst in the collective An interlock prevents the changeover to bridge control if the control system or
mode, both engines are controlled by one telegraph lever. The operating mode the power supply system are in an abnormal condition. The IMPERFECTIVE
Introduction
and the master telegraph lever (when operating in the collective mode) are bridge CONTROL lamp is continuously illuminated when the engine is in ECR
selected via pushbuttons on the collective mode changeover panel, which is control.
The main engine remote control system has been designed for the control of
the MAN B&W main engines from the combined telegraph and manoeuvring located on the bridge. When operating in the individual mode, a failure of one
levers in the wheelhouse and engine control room (ECR). By moving the main engine or its control system will not affect the other engine. Control Stations
levers, the system will automatically start, reverse, stop and control the speed
setting of the engines. The main engines can also be manoeuvred from local Illustration 2.1.3b Mode Control Panel
Each bridge manoeuvring stations comprises:
operation panels (LOPs).
• A telegraph combined control/speed lever unit
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The manoeuvring system is interfaced with the MAN B&W engine control • An indicator panel
system (ECS) and the engine room integrated alarm system (IAS). The COLLECTIVE MODE C/O PANEL
• Engine tachometers
important hardware items of the system and the system architecture are as
shown in illustration 2.1.3a. • Telegraph logger
INDIVIDUAL
The system incorporates a safety unit which performs a monitoring function of CONTROL Each ECR manoeuvring station comprises:
the main engine systems and provides alarm signals when operating parameters • A combined telegraph control/speed lever unit
are exceeded. The control system can then react to initiate a shutdown or No.2 M/E No.1 M/E
MASTER
slowdown procedure in the event of certain critical parameters being outside
MASTER
• A safety system panel
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CONTROL CONTROL
defined limits. A manual shutdown device is provided for use in emergency • A monitoring for control panel
situations such as the failure of the remote control system.
The LOPs comprise:
The remote control system provides for the starting, stopping and reversing of
the main engine by means of electrical signals being defined from the ECR and LAMP TEST • A pushbutton telegraph
the bridge. In addition, a sub-telegraph system operates between the bridge and • A manoeuvring dial
the ECR, and between the bridge and each of the LOPs. In the event of a failure
• Tachometer
in the remote control system, the telegraph system allows the main engines to
be manoeuvred from the ECR main operation panel (MOP) or manually from Load Limitation • Pressure gauges for starting air and hydraulic oil pressure
the LOPs according to orders from the wheelhouse. The sub-telegraph system • Indication panels for control position, starting condition,
comprises: When in bridge control the engine is accelerated from starting to the telegraph
transmitter position according to a preset load program. During acceleration shutdowns and slowdown functions
• An LED and pushbutton transmitter located in the bridge the LOAD LIMITATION indicator lamp is illuminated to show that the
transmitter. load program is active. The load program can be cancelled by pressing the Only one control station at a time is active. That station is then called the
INCREASE LIMITATION pushbutton, this will allow the engine speed to be active station and is indicated on the manoeuvring station in the ECR, the local
• An LED and pushbutton receiver located in the ECR telegraph
increased rapidly to the desired level. The upper engine speed limit for bridge operation panels (LOPs) and on the bridge panels. The active station is also
receiver. A pushbutton switch for sound stop.
control is set on the ECR panel. indicated on the engine main operating panels (MOPs). The LOPs have the
• An LED and pushbutton receiver located on the LOPs. highest priority for control, followed by the ECR and then the bridge.
Imperfective Bridge Control The active control station is normally selected via the RCS request acknowledge
Note: There are no official barred speed ranges on these engines, however,
there were noted to be very clear vibration peaks at around 27~30 rpm during An alarm, IMPERFECTIVE bridge CONTROL, is activated if bridge control system. However, the selection may be overridden from either the ECR or
sea trials. It was also noted that the engine’s governor ‘hunted’ at 27 rpm is requested when the control system or the system power supply are in LOPs by the ‘take command’ buttons, which are wired directly to the engine
and was unable to eliminate the problem. It is therefore recommended not to an abnormal condition. A fault in the control system will be indicated by control system (ECS), and situated on the control station panels.
operate the main engines for any prolonged periods in this speed range. a CONTROL SYSTEM ABNORMAL alarm and might be caused by the
following conditions: When changing over control stations (from bridge to ECR or from LOP to
ECR) the telegraph transmitter or manoeuvring dial should be set so that the
• Microcomputer fault
indicator lamp HANDLE MATCH in the bridge or on the LOP is illuminated.

Illustration 2.1.3c Main Engine Manoeuvring Control (Bridge)
Port Side
STARTING AIR ACTUAL REVOLUTION M-800-III MAIN ENGINE

-1 REMOTE CONTROL SYSTEM
min M/E ORDER REV.
bar rpm
SAMSUNG
CONTROL FUNCTION SAFETY FUNCTION BRIGHT
AHEAD
MANUAL EMERG. EMERG. LAMP
DELAYED PREPARING ENGINE REPEATED LIMITED EMERG. SHUT DOWN SLOW DOWN
START START NOT READY START SPEED SHUT DOWN PREWARNING PREWARNING TEST NAV.
FULL DARK
AUTO AUTO ALARM
START START START AIR LOAD EMERG. SLOW DOWN EMERG.
BLOCKED FAILURE LOW PRESS. LIMITATION SHUT DOWN REQUEST SLOW DOWN TEST
FULL LAMP
TEST
AUX. EMERG. EMERG.
BLOWER
FAILURE
INCREASE
LIMITATION
SHUT DOWN
OVERRIDE
OVERRIDE
AVAILABLE
SLOW DOWN
OVERRIDE BRIGHT
HALF
QGTC
R/U
INCREASE
EMERG. EMERG. SLOW
LIMITATION
SHUT DOWN SLOW DOWN DARK
OVERRIDE OVERRIDE
DEAD
S/B
OTHERS ELECTRIC SOURCE ALARM SLOW
BRIDGE CONTROL SAFETY TELEG. CONTROL SAFETY
SOURCE
FAILURE
SOURCE
FAILURE
SOURCE
FAILURE
SOURCE
FAILURE
SYSTEM
ABNORMAL
SYSTEM
ABNORMAL
FLICKER
STOP STOP F/E
ASTERN
BRIDGE IMPERFECT SOUND
DEAD
CONTROL SAFETY TELEG. CRITICAL WRONG
MAIN (AC)
SOURCE SOURCE SOURCE SOURCE SPEED WAY
COLLECTIVE
MODE STOP SLOW
BRIDGE
EMERG. (DC)
REMO-CON
MAIN
REMO-CON
EMERG.
MAIN/EMERG
SOURCE
IMPERFECT
BRIDGE
LOCAL
TAKE
C/R
TAKE
SLOW
SOURCE SOURCE SOURCE FAILURE CONT. COMMAND COMMAND
CONTROL POSITION
HALF
FULL
MANUAL
LOCAL CONTROL
BRIDGE HANDLE EMERG.
ROOM MATCH SHUT DOWN

This will ensure that the engine speed setting on the new control station is • Safety functions (manual emergency shutdown, auto emergency Engine Speed Test
consistent with the active station and will minimise any speed fluctuation on shutdown, auto emergency slowdown, override pushbuttons
The safety system panels incorporate engine speed test pushbuttons, which
changeover. etc).
allow the operator to simulate the main engine speed in order to test the
• Electric source (source failures including bridge manoeuvring, overspeed safety system. By pressing the TEST pushbutton and then the UP
If the active control station selection is inconsistent, the ECS keeps the last
safety source, control, bridge, telegraph etc). or DOWN pushbuttons, the mimic speed for the safety system is increased
valid active control station as the active station, until a new valid selection is
or decreased. Pressing the TEST pushbutton again will restore the system to
available. • Emergency engine shutdown pushbutton.
normal.
• Alarm (control system abnormal, safety system abnormal,
Telegraphs wrong way etc). Note: The engine must be stopped before conducting the test.
• Control position indication and select/acknowledge
The bridge and ECR telegraph transmitter units incorporate pushbuttons for pushbuttons. In addition to the safety system panel the manoeuvring stations incorporate the
transmitting Finished With Engine (F/E), Stand-by (S/B) and Run Up (R/U) following pushbutton and indication groups:
commands.
Telegraph Logger • Engine control position
Operation: The telegraph loggers are installed in the starboard bridge radio console, and • Load limitation
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their purpose is to constantly monitor the positions of the main and sub-telegraph • Emergency engine shutdown power source
• In the engine control room or at each LOP, when the bridge
transmitter and receiver. If any variation occurs with the position of the main
transmitter is operated, the ordered engine speed division • CPU and control system power source
telegraph transmitter, the new position where the transmitter is selected to is
flickers and the buzzer and gong sounds. When the telegraph
printed, together with the control position, date, time, and actual main engine
receiver replies to the order, the flickering stops and stays lit,
speed. When the data logger detects the signal showing coincidence between
the buzzer and gong also stop sounding. Local Operation Panels
the position of the telegraph transmitter and receiver, the position where the
• On bridge control, the buzzer and gong sound for 2 seconds at receiver has stopped is printed together with the control position and the time.
the new order and the ordered division lights continuously. It is A LOP is shown in illustration 2.1.3e. Each panel allows the operator to
manoeuvre the engine via the manoeuvring dial in response to the telegraph
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not necessary for the ECR or LOP to reply. Note: When the bridge is the active control position, there is no response orders received from the bridge. The basic engine parameters are displayed and
printing to a telegraph order, however, when the ECR is the control position, this includes engine speed, starting air pressure and hydraulic oil pressure. A
Replying at finished with engines cannot be carried out unless the following there is a printing response to a telegraph order.
conditions have been satisfied: switch allows the engine to be turned on air if required; this AIR RUN/AUTO/
SLOW TURN switch is normally set to the AUTO position.
• The main air start valve is in the blocked condition
ECR Manoeuvring Stations
• The starting air distribution system is blocked The START CONDITION group on the panel allows the load program to be
cancelled by pressing the INCREASE LIMITATION pushbutton, and other
• The control air system is vented An ECR manoeuvring station is shown in illustration 2.1.3d and is equipped
indicators include:
with a safety system panel, and this incorporates a keypad with an address
and data display. Pushbuttons are provided for manual emergency shutdown, • Starting air system status
Telegraph Transmitter and RPM Set Point Control emergency shutdown override and emergency slowdown override. A reset and
• Turning gear status
The bridge central control panels are equipped with a telegraph transmitter with lamp test pushbutton are also provided. The safety system panels are equipped
built-in set point potentiometer. The ECR is equipped with a similar telegraph with various indicator LEDs and these are grouped as follows: • Auxiliary blower status and warning
receiver. The potentiometers have hardware connections to the ECS system • Automatic emergency shutdowns • Engine (starting) status
and they can also be used as the communicating engine telegraph system when
running in manual ECR control. • Automatic emergency slowdowns
The CONTROL POSITION group shows the active control station together
• Manual emergency shutdowns with HANDLE MATCH indication. The SHUTDOWN and Slowdown
groups incorporate pre-warning indication and are equipped with override
Bridge Manoeuvring Stations • Control system monitoring
pushbuttons.
• Electric source
A bridge manoeuvring station is shown in illustration 2.1.3c and incorporates
an indicator panel for each main engine. The panel is equipped with various
indicator and pushbutton groups which include:
• Starting air pressure and actual engine speed displays.
• Control functions (delayed start, start blocked, failed start, engine
not ready, load limitation, increased limitation pushbutton etc).

Illustration 2.1.3d Main Engine Manoeuvring Control (Engine Control Room)
SAFETY SYSTEM
ELECTRIC SOURCE AUTO EMERG. SLOW DOWN MONITOR
AHEAD
SAFETY SOURCE PREWARNING CPU ABNORMAL
PISTON C.O. H.T. 15V SOURCE FAILURE
NAV.
MANUAL EMERG.SHUT DOWN PISTON C.O. NON-FLOW COMMUNICATION ABNORMAL FULL
BRIDGE THRUST BEAR. SEGMENT H.T. WIRING ABNORMAL
CONTROL ROOM
LOCAL
EXH V/V SPRING AIR L.P.
CYL. C.F.W. L.P.
REVO. SIGNAL ABNORMAL
SHUT DOWN RESET SIG.A-/B
FULL
SAMSUNG
CYL. C.F.W. H.T. BRIDGE
AUTO EMERG. SHUT DOWN SCAV. AIR FIRE H.T. C/R

SHUT DOWN
CANCEL HALF
PREWARNING EXH. GAS H.T. LOCAL
LAMP
SLOW
OVER SPEED MAIN L.O. L.P. TEST
MAIN L.O. L.P. MAIN L.O. H.T. BRIDGE
SLOW DOWN
NON-CANCELLABLE ECS-A/B CRANKCASE OIL M. H. C/R
CANCEL
CANCELLABLE ECS-A/B STERN TUBE BEAR. H.T. LOCAL DEAD SOUND
S TO P
T/C L.O. L.P.
THRUST. BEAR. SEGMENT H.T.
ECS A/B SLOW DOWN
.
OVERRIDE
OVERRIDE AVAILABLE
SHUT
DOWN
SLOW
STOP
CLUTCH SHAFT BRAKE ON OVERRIDE
ME SHAFT LOCK. DEVICE LOCKED SLOW
DOWN
CLUTCH OIL UNIT PRESS. LOW
CLUTCH NOT FULLY ENGAGED
OVERRIDE AVAILABLE R/U
CONNECTION CABLE NOT STORED
DEAD
ASTERN
ADDRESS DATA
SLOW
QGTC
S/B
ENGINE SPEED TEST

SLOW
CAUTION READ
F/E
HALF
N B S C
BEFORE CARRYING
OUT THE ENGINE WRITE
SPEED TEST. THE TEST
MAIN ENGINE SHOULD
7 8 9 R
WRITE
BE SET IN
STOP CONDITION UP
ENABLE
4 5 6 W FULL
DOWN 1 2 3 D
0 . +/- E
MAN EMERG. EMERG. CAUSE LAMP

EMERG SHUT DOWN SLOW DOWN RESET TEST
SDOWN OVERRIDE OVERRIDE
INCREASE INCREASE LIMITED LOAD

LIMITATION LIMITATION SPEED LIMITATION
Monitoring for Control
SHUT DOWN REMO-CON REMO-CON LAMP CPU 15V SOURCE COMMUNICAT TELEG. TRANS CAUSE C/R TAKE
EMERGENCY LOCAL E/R BRIDGE
SPARE BACKUP MAIN. EMERG. DISCONNECT
SHUTDOWN
SOURCE SOURCE SOURCE
TEST ABNORMAL FAILURE ABNORMAL RESET COMMAND

Control Location Changeover Procedures a) In the ECR, at the control panel on the MONITORING FOR Procedure for Transfer of Engine Control to the Local Operation Panel
CONTROL group, press the bridge key. The bridge control The local operation panels can take control of the main engines at any time
When bridge control is selected, each main engine’s speed and direction is position indicator lamp will flash and the buzzer sounds. and do not have to be given control. Local control can be taken when the main
controlled by the position of the bridge combined telegraph/speed lever. The engines are in bridge or ECR control.
bridge telegraph lever is then converted to a speed setting signal, which is sent b) On the bridge control panel on the CONTROL POSITION
to the engine control system (ECS). group the bridge control position indicator lamp will flash and a) The local operation panel takes control of an engine by pressing
the buzzer sounds. The bridge control position key is pressed the LOCAL pushbutton at the LOP.
The control location can be transferred between ECR and bridge control or and the bridge takes control.
between bridge and ECR control, on request from either the bridge panel or b) The LOCAL control position keys on the bridge and in the
the ECR panel. Control can be taken by the ECR panel without a request from c) The bridge control position indicator lamp will be illuminated ECR locations have no function, but the indicator lamps will
the bridge. at both locations and the CONTROL ROOM control position illuminate when the local operation panel is active.
indicator lamps extinguished.
When ECR control is selected, the required engine speed/rpm is ordered by
The LOP can take control from the bridge or ECR by pressing the LOCAL
the bridge through the telegraph system. After acknowledging the bridge If the request for transfer is not acknowledged at the receiving location, TAKE COMMAND pushbutton at any time. This transfers the main engine
telegraph instruction, the ECR personnel control each main engine’s speed and the request key at the request location can be pressed again to cancel the control immediately to the LOP.
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direction. changeover.
Normally, the propulsion systems are controlled from the bridge, but control can Note: Changing over control position from the ECR to the bridge is Start/Stop of Main Engines
be undertaken from the other locations depending upon circumstances. When completed when the telegraph transmitter is operated and the indicator lamp Automatic Bridge Control
transferring the control with an engine running, a smooth transfer (without any on the bridge shows HANDLE MATCH.
change of engine speed) needs to be made and the telegraph needs to be in When bridge control is selected and the system is not in the finished with
the same position on the receiving station as the station from which control is Changing over control position from bridge to ECR is completed when the engines (F/E) mode; the starting, stopping, and control of each main engine
being transferred. This will be achieved by moving the receiving telegraph until telegraph receiver revolutions order coincides with the actual main engine speed is controlled by the position of the bridge combined telegraph/speed
the HANDLE MATCH indicator on the receiving panel is illuminated. revolutions. levers as follows:
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• Moving the telegraph handle from STOP to AHEAD or
If there is a mismatch or error reading in the engine control location the system ASTERN will cause the starting sequence to be activated in the
will use the last valid control location as the controlling station. Procedure for the Transfer of Control from the Bridge to the Engine
Control Room required direction as the starting air system changes over into
the AHEAD or ASTERN position.
The local operation panel (LOP) can take control of the engine from the other Contact the ECR via the telephone and advise the duty engineering officer that
locations, as the LOPs have the highest priority. The priority of engine control it is intended to transfer main engine control from the bridge to the ECR. If the • Starting air will be supplied until the main engine rpm has
is the LOP followed by the ECR and then the bridge. engine is running, notify the receiving duty engineering officer of the telegraph reached starting level. At this point, starting air is removed and
control position and clearly state which engine is being transferred. fuel is supplied at the preset starting level.
At each location the control panel has illuminated indicators for each control • If the rpm is increased in this period, the start is considered
location, ie, bridge, C/R and LOCAL. a) In the ECR, press the E/R key on the CONTROL POSITION successful and the rpm is set to the telegraph set point value,
group. The ECR control position indicator lamp will flash and except when limits are set by a slowdown, load-program, or
Each engine has a set of pushbuttons to facilitate the transfer of control, the buzzer sounds. other limiting programs.
and the transfer process must be carried out for each engine separately. The
descriptions that follow refer to one main engine, but they are identical for the b) On the bridge, the bridge control position indicator lamp will be If the main engine start attempt fails within a preset time (due to the engine
second engine. extinguished. speed falling below ignition speed after fuel has been supplied) this is called a
failed start attempt. A new repeated start will automatically be carried out, after
Procedure for the Transfer of Control from the Engine Control Room to c) The ECR takes control and the CONTROL ROOM control a set time delay. After three failed start attempts a START FAILURE alarm
the Bridge position indicator lamp will be illuminated in the ECR. will be initiated and a start blocking occurs. The alarm can be reset by the
bridge by moving the combined telegraph/speed lever to the STOP position.
Contact the bridge via the telephone and advise the duty officer that it is The reason for the start blocking must be removed before a new start attempt
The ECR can take control from the bridge by pressing the C/R TAKE
intended to transfer main engine control to the bridge. If the engine is running, can be made.
COMMAND pushbutton at any time. This transfers the main engine control
notify the receiving duty officer of the telegraph control position and clearly
immediately to the ECR and the ECR control position indicator lamp will
state which engine is being transferred. If the main engine is ordered to move in the opposite direction whilst still
be illuminated. The ECR control position indicator lamp on the bridge will
flash until it is pressed to acknowledge the change of control location. In this rotating, starting air will not be supplied until the engine’s speed has decreased
case, the bridge has acknowledged the transfer of control to the ECR, it is not below the reversing level. This may take several minutes depending on the
actively making the transfer. ship’s speed and loading condition, etc.

Illustration 2.1.3e Main Engine Local Operating Panel
NO.2 M/E LOCAL OPERATING PANEL
STARTING AIR HYDRAULIC PRESS. M/E REVOLUTION
2 20
50 50
1 3 10 30
100 100
0 4 0 40 120 120
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ASTERN min-1 AHEAD
Mpa Mpa rpm
START CONDITION SHUT DOWN SLOW DOWN/LOAD REDUC.
TURING START AIR MAIN START SHUT DOWN EMERGENCY SLOW DOWN SLOW DOWN EMERGENCY
ENGINE START SHUT DOWN
GEAR SYSTEM VALVE PREWARNING SHUT DOWN REQUEST PREWARNING SLOW DOWN
NOT READY BLOCKED OVERRIDE
DISENGAGED SERVICE SERVICE
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AUX WARNING FUEL LOAD
INCREASE START SLOW DOWN
BLOWER AUXILIARY LIMITATION
LIMITATION FAILURE OVERRIDE
RUNNING BLOWER ACTIVE
CONTROL POSITION
CAUTION
LOCAL
TAKE LOCAL C/R BRIDGE
HANDLE WRONG BARRED SPEED RANGE 30 - 37 RPM
MATCH WAY
COMMAND
AIR SLOW
AUTO
RUN DOWN
AH AH AH AH AH STOP
0 0
DS SL HF FL NF
2 2
A S T ER N
ST
AH EA D
4 4
AH AH AH AH
DS SL HF FL
6 6
MANUAL
EMERG.
LAMP 8 8
TEST SOUND
SHUT DOWN F/E S/B R/U STOP
10 10

Manual ECR Control Manual Emergency Shutdown Automatic Emergency Slowdown
When ECR control is selected as the control position for starting, stopping,
reversing and speed control of the main engines, this will be carried out from The manual emergency shutdown function can be activated from any of the The automatic emergency slowdown system operates to slow down the engine
the ECR combined telegraph/speed levers for each main engine. When the control stations regardless of which station is active. The fuel is immediately to a preset speed in the event that certain engine parameters deviate from preset
bridge requests a speed change the main engine(s) direction and speed are cut off to stop the engine and the manual emergency shutdown alarms are operating values. The system operates regardless of which control station
altered by moving the bridge combined telegraph/speed lever(s) to the required activated. is active. An alarm is activated at all control stations and the cause of the
position, and this will also initiate the telegraph alarm. In the ECR, the ECR slowdown is indicated on the ECR Safety System Panel.
combined telegraph/speed levers are moved to the same position as that of To reset the manual emergency shutdown function, press the activated manual
the bridge telegraph order. The engine control system will then perform the emergency shutdown pushbutton, which will reset the shutdown switch. At A Slowdown REQUEST alarm is initiated when a slowdown alarm is activated
necessary speed and direction change, and at the same time acknowledges the the active control station, set the telegraph (or manoeuvring dial) to the STOP while the engine is operating below the ‘slowdown speed’, or when the
telegraph alarm. position. The engine control system will now send a shutdown reset signal to slowdown override function is active.
the safety system. Details regarding the manual emergency shutdown system
are also included below in Section 2.1.4. When a slowdown alarm is activated a pre-warning alarm is given and the
OVERRIDE AVAILABLE lights will be illuminated. During the pre-warning
Start Conditions period the slowdown can be cancelled by operating the EMERG. SLOWDOWN
Automatic Emergency Shutdown
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The engine starting conditions are shown on the main operation panel (MOP) OVERRIDE pushbutton. The override function is available on all slowdown
in the ECR, when the ‘status screen’ is selected. On the status screen the start alarms except for the ‘Crankcase Oil Mist High’ alarm. Operating the override
The automatic emergency shutdown system operates to cut off the fuel and pushbutton again will cancel the override function and cause the engine to be
conditions field is a status list, showing whether the engines are ready for
stop the engine. The system is activated in the event that certain critical engine slowed to the ‘slowdown speed’.
starting or not. The conditions shown must have a green checker mark before
parameters deviate from preset operating ranges; the system operates regardless
starting of the engine is possible. If a condition has a red background and a
of which control station is active. An alarm is activated at all control stations Override pushbuttons are located at all the control stations, but the override
white exclamation mark or an exclamation mark on a yellow background, the
and the cause of the shutdown is indicated on the ECR Safety System Panel. function is only active on the bridge panel when the engine is in the bridge
engine is not ready for starting. If the condition is not relevant the background
is dimmed, but a check mark or exclamation mark will still indicate the status control mode. The override function on the ECR panels and at the LOPs is
In the case of engine overspeed the shutdown is instant; for all other shutdown active at all times.
for the condition. The possible status indications of each field are listed in
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alarms a time delay is incorporated. Certain shutdown alarms are cancellable;
Section 2.1.2 above.
in this case a pre-warning alarm is given and the OVERRIDE AVAILABLE To reset the automatic emergency slowdown function, the cause of the slowdown
lights will be illuminated. During the pre-warning period the shutdown can be must be first be rectified and the engine parameter returned to the operational
A start status indicator is shown on the MOP when in the ‘status screen’ and
cancelled by operating the EMERG. SHUTDOWN OVERRIDE pushbutton. range. At the active control station set the telegraph (or manoeuvring dial) to
the ‘operation screen’. The indicator consists of a single display, showing
Operating the override pushbutton again will cancel the override function and the SLOW position. The engine control system will now send a slowdown
information on the status of a start attempt. The status shown can be one of the
cause the engine to be shut down. reset signal to the safety system. Details regarding the automatic emergency
following:
slowdown system are also included below in Section 2.1.4.
• Stopped Override pushbuttons are located at all the control stations, but the override
• Running function is only active on the bridge panels when the engine is in the bridge
control mode. The override function in the ECR and at the LOPs is active at
• Repeated start (yellow, warning) all times.
• Slow turn failed (red, alarm)
To reset the automatic emergency shutdown function the cause of the shutdown
• Start failed (red, alarm) must be first be rectified and the engine parameter returned to operational
range. At the active control station, set the telegraph (or manoeuvring dial)
Slow Turning with the Slow Turning Device to the STOP position. The engine control system will now send a shutdown
reset signal to the safety system. Details regarding the automatic emergency
Slow turning of the main engines is normally used before the engines are
shutdown system are also included below in Section 2.1.4.
started after a prolonged period at standstill. This is carried out manually by
turning the engines for one or two revolutions on reduced starting air.
If the engines are in the STANDBY mode and in bridge or ECR control, the
ECS automatically slow turns the engines when they have been stopped for
more than 30 minutes. After the engines have been slow turned, they return to
the STANDBY mode.

Illustration 2.1.4a Main Engine Overview Screen Shot
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2.1.4 Main Engine alarm System Illustration 2.1.4b Main Engine Exhaust Gas Temperature Screen Shot
Manufacturer: Doosan/Nabtesco
The main engine alarm system and the main engine control system (ECS)
alarm system are interconnected and able to communicate with each other.
This is due to the use of common sensors for indicating and detecting alarms,
as well as slowdown and shutdown functions.
Alarms interacting with the engine safety system are common for the ECS and
the main engine alarm system; these alarms include slowdown and shutdown
parameters. When a slowdown has been detected by the external slowdown
function, it is signalled to the ECS by a binary signal. When the binary signal
is high, the resulting speed set point is forced to the preset slowdown level. The
slowdown or shutdown alarm will also be reported and indicated by the main
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engine alarm system as described below.
The alarms displayed on the ECS main operation panel (MOP) alarm screens,
are all related to the main engine ECS and thereby surveillance of the engine
condition.
The main engine emergency shutdown alarms, emergency slowdown alarms,

and other manoeuvring system alarms are also indicated on the Nabtesco
Safety System panel in the ECR; indication is provided on the bridge and local
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operation panels. The Nabtesco panels and alarm system are as described in
Section 2.1.3.
Main Engine Alarm System
In addition to the MOP alarm screens, the main engine alarms are displayed
on a separate IAS graphics monitor; engine operating parameters are also
displayed. Four main engine displays are available on this monitor, an engine
overview display, an exhaust gas temperature display, and two LO monitoring
displays (one for each engine).
The Main Engine Overview display is shown in illustration 2.1.4a and presents
one main engine to the operator. The display shows the principal engine
parameters relating to:
• Engine speed, power and torque
• Lubricating and fuel oil
The display also indicates various main engine alarms and these are grouped The main engine and generators engines exhaust gas temperature display is as
• High temperature fresh water cooling as follows: shown in illustration 2.1.4b, where both main engines are shown. The display
• Starting and control air shows the cylinder exhaust outlet temperatures, the turbocharger exhaust gas
• Shutdown
temperatures and the turbocharger LO parameters. The turbocharger LO outlet
• Scavenge air • Overspeed high temperature alarm is also shown.
• Exhaust gas temperatures • Slowdown alarm function group
Both of the displays described allow the operator to perform various functions
• Auxiliary blower status • Main engine control functions alarm group and also show the current duty engineer, for UMS operation and duty cargo
officer.

Further details on the operation of alarms and machinery control has been a) In case of bridge control, reset the manual emergency shutdown • In the ECR
detailed in Section 3.1 of this manual which deals with the operation of the IAS switch on the main engine affected and select STOP on the • At each main engine side local panel (LOPs)
and the operator workstations. bridge combined telegraph/speed lever.
b) In the case of ECR control, reset the manual emergency CAUTION

Main Engine Shutdown and Slowdown Safety Systems shutdown switch on the main engine affected and select STOP Pressing the EMERGENCY SHUT DOWN OVERRIDE button allows
on the ECR combined telegraph/speed lever. the respective main engine to be run in an abnormal condition.
The main engines are provided with a number of safety devices which initiate
an engine slowdown or shutdown if the operating parameter of the monitored
c) In the case of main engine local control, reset the manual Resetting the Automatic Emergency Shutdown
system (overspeed, LO pressure, cooling water temperature, etc) go outside of
emergency shutdown switch and return the manoeuvring dial to
the set limits. This can be carried out as follows but only after the abnormal condition has
the STOP position.
returned to normal:
The alarms are displayed on the MOP panel on the alarm system screen and
The emergency stop function is part of the safety system and the independent
are related to the main engine ECS and thereby surveillance of the each main a) In the case of bridge control, select STOP on the bridge
pushbuttons on the bridge, in the ECR and at the LOPs, are wired in parallel
engine condition. The alarms are also displayed on the main engine overview combined telegraph/speed lever.
to the safety system.
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graphic screen and the Nabtesco Safety System panel in the ECR. The engine
room IAS, Nabtesco safety system, and each main engine’s ECS alarm system b) In the case of ECR control, select STOP on the ECR combined
are connected and are able to interact due to the use of common sensors for Automatic Emergency Shutdown telegraph/speed lever.
indicating and detecting alarms, as well as slowdowns and shutdowns. The respective main engine automatically shuts down with the fuel cut off
under any one of the following conditions: c) In the case of main engine local control, return the local engine-
Alarms interacting with each main engine safety system is common for the side manoeuvring dial to the STOP position.
ECS and the ordinary alarm systems. When a slowdown has been detected by • Overspeed
the external slowdown function, this is signalled to the ECS by a binary signal. • Main LO low pressure
When the binary signal is high, the resulting speed set point is forced to the Automatic Emergency Slowdown Whilst on Bridge Control
• Non-cancellable ECS-A/B
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preset slowdown level. When a shutdown has been detected by the external If any of the following conditions continue for a preset time, the respective
shutdown function, the resulting speed set point is forced to the zero level. • Cancellable ECS-A/B main engine slows down automatically to a preset speed:
• Turbocharger LO low pressure • Piston cooling oil high temperature
Manual Emergency Shutdown
• Thrust bearing segment high temperature • Piston cooling oil non-flow
Manual emergency shutdown switches are located at the following positions:
• Shaft clutch brake on ME lock • Thrust bearing segment high temperature
• On the bridge at each main engine control panel
• Clutch oil unit pressure low • Exhaust valve spring air low pressure
• ECR
• Clutch not fully engaged • Cylinder cooling fresh water low pressure
• Each main engine side local panel (LOP)
• Manual shutdown • Cylinder cooling fresh water high temperature
When one of the above mentioned shutdown switches are activated, the fuel is • Scavenge air high temperature (fire)
In the case of overspeed, the shutdown operates instantaneously. In the case of
cut off to the respective main engine and the engine stops. At the same time,
the other trips, the emergency shutdown operates after an abnormal condition • Exhaust gas high temperature
the MANUAL EMERGENCY SHUTDOWN alarm is initiated.
continues for a preset time. • Main LO low pressure
Note: The manual emergency shutdown can be operated regardless of the • Main LO high temperature
Note: The automatic emergency shutdown is operated regardless of the
control position.
control position. • Stern tube bearing high temperature
• ECS A/B slowdown
Resetting the Manual Emergency Shutdown
Cancel of Automatic Emergency Shutdown • Main bearing high temperature
When an engine has been stopped by use of the emergency stop function,
In the case of cacellable alarms the alarm EMERG SHUT DOWN PRE-
restarting the engine is blocked until the emergency stop pushbutton has been
WARNING is initiated after detecting abnormal conditions, however, the
released again, and the shutdown is reset from the present control location. To
emergency shutdown can be cancelled by operating an EMERG SHUT DOWN
reset the manual emergency shutdown function, proceed as follows:
OVERRIDE switch located at the following positions:
• On the bridge at each main engine control panel

Note: In addition, a ‘crankcase oil mist high’ slowdown alarm is provided, Safety System Monitoring Function Main Engine Limitations
this alarm initiates an immediate engine slowdown and is not cancellable. With each of the following conditions, the alarm SAFETY SYSTEM
ABNORMAL will be initiated and each cause indicated on the respective main To protect the propulsion plant against damage caused by events such as
engine control panel: overload, faulty operating conditions or heavy sea states, the ECS automatically
If an automatic emergency slowdown is activated, the alarm AUTO EMERG activates limitations. The individual limits are set by the respective parameters,
SLOW DOWN will be initiated and the cause of the slowdown will be • CPU abnormal and ramp functions control the acceleration/deceleration program.
indicated by an LED on the Safety System panel in the ECR. If the SLOW
DOWN REQUEST alarm is initiated when any of the above conditions occur, • 15V electric source failure
The slowdown level acts as a limitation for the speed set point in the ahead and
the respective main engine will not slow down automatically if: • Communications abnormal astern directions.
• The main engine is running below the automatic emergency • Manual emergency shutdown switch circuit disconnected
slowdown speed The main limiting setting is the torque limit and is used to prevent any
• Emergency shutdown/slowdown override switch circuit overload such as may be encountered in bad weather from affecting the engine
• ‘Slowdown cancel’ condition is active disconnection performance.
• Automatic emergency shutdown/slowdown sensor circuit
In the case of the above causes of automatic slowdown, the alarm EMERG
disconnection
SLOW DOWN PRE-WARNING will be initiated, except for a ‘crankcase oil
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mist high’ alarm. In the ECR the slowdown fault LED will be illuminated on • Revolution signal for safety system abnormal
the Safety System panel. • Emergency shutdown reset signal disconnection
Cancel of Automatic Emergency Slowdown Bridge Alarm Repose

In the case of automatic slowdowns, the alarm EMERG SLOW DOWN In the case of the respective Bridge telegraph F/E order, the bridge alarm is
PREWARNING will be initiated after the detection of an abnormal condition. reposed, except for the TELEGRAPH SOURCE FAIL alarm.
The automatic emergency slowdown can be cancelled by operating the
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EMERG SLOW DOWN OVERRIDE switch located on the bridge panel, in
the ECR or on the LOP. This condition can be cancelled by pushing this button Speed Set Points
again, which also cancels the indicator light. The position of the telegraph handle creates the required speed signal. This
signal is processed by the ECS and a fuel command signal is sent to the
Note: An emergency slowdown for a crankcase oil mist high alarm cannot engine cylinder control units which control the engine starting and operating
be overridden. functions.
When the EMERG SLOW DOWN OVERRIDE on the bridge and ECR panel The telegraph lever covers the range between stop to full ahead (and full
is initiated, the indicator on the engine-side local control panel control EMERG astern). When the engine is operating in the STANDBY mode, the speed set
SLOW DOWN OVERRIDE will be illuminated. point is limited to manoeuvring full ahead. Full engine speed is obtained in the
RUN UP mode and the ECS will increase the engine speed from manoeuvring
Note: The emergency slowdown override switch on the bridge control panel full speed to full speed (as set in the ECS) over a predefined increase curve.
is available during bridge control conditions only. However, the switch in the
ECR and at the LOPs operates regardless of control position.
Back-Up System for Safety System

If problems occur with the microcomputer, the back-up system will take
over the operation of shutting down the respective main engine. This will be
regardless of engine control mode whether automatic or manual.
Wrong Way Alarm

The WRONG WAY alarm can be activated when the engine is in local control.
It is initiated (after a preset time) if the engine is running on fuel (at a higher
speed than the ignition speed) in the opposite direction to that set by the
telegraph transmitter.

Illustration 2.1.5a Oil Mist Detector Control Panel
ALARM FAULT ISOLATE
FAULT DETECTOR
TEST
DETECTOR ISOLATE
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COMMS ENGINE
FAULT ISOLATE
POWER SYSTEM SHUTDOWN

ON FAULT ISOLATE
MAIN MAIN 1 2 3 4 5
ACCEPT
DISPLAY MENU
ENGINE
RESET HOLD TEST 6 7 8 9 10
DISPLAY
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ENGINE 1 ALARM
ENGINE 1 FAULT
ENGINE 1 ISOLATE
ENGINE 2 ALARM
ENGINE 2 FAULT
ENGINE 2 ISOLATE
ENGINE 3 ALARM
ENGINE 3 FAULT
ENGINE 3 ISOLATE
ENGINE 4 ALARM
ENGINE 4 FAULT
ENGINE 4 ISOLATE
ENGINE 5 ALARM
ENGINE 5 FAULT
ENGINE 5 ISOLATE
ENGINE 6 ALARM
ENGINE 6 FAULT
ENGINE 6 ISOLATE
ENGINE 7 ALARM
ENGINE 7 FAULT
ENGINE 7 ISOLATE
ENGINE 8 ALARM
ENGINE 8 FAULT
ENGINE 8 ISOLATE

2.1.5 Main Engine Oil Mist Detector As all of the detectors work independently, the loss of one by failure or the Controls and Cursors
need to clean the detector, does not affect the operation of the rest of the
The various controls and their respective functions are as follows:
Manufacturer: Kidde-Graviner system. Individual sensors can be isolated for maintenance while the remainder
Model: Graviner Mk 6 fully operate. Modular construction of the system means that a faulty detector
a) Pressing the ACCEPT key resets the main alarm display and
can be replaced in a matter of minutes.
No. of sets: 1 silences the internal audible alarm. The display will then enter
Scanning rate: 1.2 secs for 64 detectors the main engine display.
It is essential that the oil mist detector system is maintained in a full and
Number of engines: 8 (maximum) effective operating condition and that any alarms are acted upon immediately,
b) Pressing the RESET key will reset all alarms and faults and
Alarm ranges: Average 0.3mg/litre ~ 1.3mg/litre as it provides an essential safeguard against a crankcase explosion. An
returns the system to normal.
activation of the oil mist detector automatically initiates an engine slowdown.
Deviation 0.05mg/litre ~ 0.5mg/litre
c) Pressing the MAIN DISPLAY key will return the display to this
The duty engineer should test the functioning of the mist detector unit each
page from anywhere in the software.
Introduction day. Testing of the unit takes place at the control panel, but each detector head
is fitted with indicator LEDs and checks must be made daily to ensure that
these are functioning. If a detector head fails or transmits an abnormal signal d) The ENGINE DISPLAY key calls up the individual engine
When an engine is running, the air in the crankcase contains the same types of cylinder readings and average. It also displays the deviation and
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an alarm will be activated.
gas as the ambient air, but there is also a heavy shower of coarse oil droplets average alarm settings. When used in a multi-engine system the
that are thrown around the inside of the crankcase. If abnormal friction occurs cursor keys allow each engine system to be displayed in turn.
between the sliding surfaces, or if heat is transmitted to the crankcase from a Control Unit
scavenge air fire or through the intermediate bottom (for example), ‘hot spots’ e) Pressing the HOLD key will hold the display for 15 seconds.
can occur on the heated surfaces which will cause the oil droplets falling on The control unit comprises a liquid crystal display that constantly shows
them to evaporate. When the vapour condenses again, countless minute droplets the average oil mist density reading for the main engine along with both the f) Pressing the MAIN MENU key allows access to the USER,
are formed which are suspended in the air, so a ‘milky-white oil mist’ develops average and deviation alarm values. When used in a multi-engine system it ENGINEER and SERVICE menus. The display also allows a
which is capable of feeding and propagating a flame if ignition occurs. The enables the individual readings of each detector on an engine to be displayed fast return to the normal display from anywhere in the software,
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ignition can be caused by the same ‘hot spot’ which caused the oil mist. on demand and automatically under alarm conditions. but if in a password protected area the RESET key must also be
pressed.
If a large amount of oil mist has developed before ignition, the burning can All system controls and alarm displays/outputs are located on the control unit.
cause a tremendous rise in pressure in the crankcase (explosion), which forces To aid fault finding each detector is fitted with three indicator lamps: g) Pressing the TEST key enters the test menu at USER level
a momentary opening of the relief valves. In extreme cases when the entire function only.
• GREEN - Power on
crankcase has filled with oil mist, the resulting explosion can blow off the
crankcase doors and sets fire to the engine room. Similar explosions can also • RED - Alarm The liquid crystal display provides visual access to all the data required to
occur in the chain case and the scavenge air box. • AMBER - Fault operate the system. The MAIN DISPLAY and the ENGINE DISPLAY, the left-
hand vertical scale shows the oil mist density in mg/lt. In addition, the MAIN
Because of this it is vital that some means of early detection of an oil mist The software is menu-driven and provides a logical route to all functions. It has DISPLAY shows the average alarm settings.
build-up is fitted. The Graviner Mk 6 oil mist detector does this and constantly three operating levels:
monitors the oil mist density in the main engine crankcases using a light scatter On the ENGINE DISPLAY, both the deviation alarms and the average alarm
optical sensing system with high sensitivity. This ensures that an alarm is raised • USER - This level allows reading/interrogation only and does
settings are displayed. Under normal conditions the MAIN DISPLAY shows
before an oil mist concentration can build up to the lower explosion limit. not allow any adjustments to be made to the alarm settings or to
the average oil mist density and the average alarms settings. Also displayed are
Individual engine-mounted sensors electrically transmit the signals from each the system configuration.
the time, date and indication NORMAL.
unit to a control unit where each detector is checked in turn for the oil mist • ENGINEER - This level is password protected and allows
density value. The system also incorporates self-checks for any internal faults access to the full range of settings and all functions except the The panel also incorporates eight engine alarm indicator sets that show the
as part of the detector readings. resetting of the event log. When selected, a prompt will request status of that engine, ie, ENGINE ALARM, ENGINE FAULT and ENGINE
the entry of a password. ISOLATE. The panel serves as a back-up to the main LCD display.
The control unit which is located in the ECR, scans signals from the detector
heads sequentially and all engine detector heads are scanned regularly every • SERVICE - This level allows access to all functions and is used
The main alarm indicators comprise indicators for all the individual alarm,
1.2 seconds. The average oil mist density is then calculated and stored and each only by the manufacturer or their agents. It is also password
fault and isolate conditions, and serves as a back-up indication in the unlikely
detector signal is then compared in turn with the stored average. A positive protected, the password being different than the one used to
event of the loss of the main LCD display.
difference or deviation is then compared with a preset value and if found to access the ENGINEER function.
be greater it will initiate an alarm. The system has an alarm priority so that an
alarm condition at any detector head is responded to as soon as it occurs.

Illustration 2.1.5b Oil Mist Detector Menu Tree 1

1 Engine Status Main Engine Status
Average Alarm Level = 1.3mg/l
MAIN MENU Main Engine
Maximum Actual Level = 0.2mg/l
1. User Engine 2
Slowdown Relay Isolated : No
2. Engineer Engine 3
Engine Isolated : No
3. Service General Fault : No
Select option using and or Number of Detectors = 6 to quit
Select option using and or
No Password 1 SYSTEM STATUS MENU

2 Detector Status Menu 1 Display Detector Level Display Detector Level
MAIN MENU: USER 1. Engine 1. Detector Level Main Engine Main Engine Actual Levels in mg/l
1. System Status 2. Detector 2. Detector Status Engine 2 Det 1 = 0.00
2. Test 3. Detector Faults Engine 3 Det 2 = 0.00
3. Event Log 4. Detector Offsets Det 3 = 0.01
Select option using and or Select with and or to quit Select with and or to quit to quit
2 TEST MENU
1 Alarm Relay Test 2 Detector Status Detector Status Detector Status
Main Engine Det 1
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1. Alarm Relay 5. Back-up Alarm
2. Fault Relay 6. Optics Test Alarm Relay ? Main Engine Main Engine Det 1 Peak Level : 0.16mg/l
3. System Test 7. Detector Alarm DISABLE ENABLE Main Engine Det 2 Dev. Alarm Level : 0.30mg/l
4. LED/LCD Test Isolation : No
Select option using and or Select with and or to quit Select with and or to quit Select with and or Comms : No Faults
to quit to quit
3 EVENT LOG MENU

2 Fault Relay Test 3 Detector Fault Status Detector Status Detector Status
1. List all Events Main Engine Det 1
2. List by Event Main Engine Main Engine Level 0.50 Fan Fault : No Fault
Test Alarm Relay ?
3. List from Date Engine 2 Engine 2 Level 0.50 Led Fault : No Fault
DISABLE ENABLE
Engine 3 Engine 3 Level 0.50 Detector CPU Fault : No Fault
Address Fault : No Fault
QGTC
Select option using and or Select with and or to quit Select with and or to quit Select with and or to quit to quit
3 Test Menu 4 Detector Offsets Detector Offsets
Main processor power on Main Engine Det 1 Offset = 0.08mg/l

Main Engine Main Engine Det 2 Offset = 0.07mg/l
Select with and or to quit Use or to quit
4 LCD and LED test

1 Event Log Menu
5
Event 128 of 128 Oil Mist Detector Mk6
PANEL RESET Version: P57100-1
14:10 20/10/2007 Back-up alarm test active ...
Test the Buzzer
Select with and or to quit
2 Event Log Menu List by Event

6
AVERAGE ALARMS Event 1 to 7
DEVIATION ALARMS AVERAGE ALARM Eng. 1 Testing Optics
DETECTOR FAULTS 08:10 20/10/2006
COMMS FAULTS Please Wait
Select with and or to quit Select with and or to quit
3 Event Log Menu List from Time/Date

7 Detector Alarm Test Detector Alarm Test
Enter time __:___ (24 hour:minutes) Event 1 of 89 Main Engine Main Engine Det.1 TEST OFF
Enter Date __/__/__ (day/month/year) COMMS. FAULT Eng. 1 Det. 1
10:10 01/10/2002
Enter time/date enter to quit Scroll with or to quit Select option using and or Select option using and or to quit

The following keypad cursors allow movement around the LCD screen and Main Menus Engineer Menu
access to the various sub-menus.
Three main menus are available, User, Engineer and Service, and by using the From the MAIN MENU, select 2. ENGINEER - this will require the password
DOWN, UP, LEFT, RIGHT, QUIT PAGE ( ) and ENTER ( ). cursor keys these menus can be accessed. The Service Menu is only used by to be entered in order to proceed further. This will give MAIN MENU:
the manufacturer’s engineers. ENGINEER.
Setting the Detector Address The ENGINEER menu consists of six further sub-menus, namely:
User Menu
The correct operation of the system depends on all of the detector heads being 1. Configure System
correctly addressed and this is carried out after the installation of the system. By using the cursor keys, the following sub-menus can be accessed. From the 2. System Status
If any detector head is removed for overhaul they must be returned to their MAIN MENU screen select 1. USER - no password is required. This will give
original position or re-addressed. MAIN MENU: USER. The USER menu requires no password to access the 3. Isolate
various levels. The menu logic follows the following paths: 4. Test
The procedure for setting the address is as follows:
5. Event Log
The USER menu consists of three sub-menus, namely:
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a) Remove the temporary adhesive label covering the access port 6. Cancel Password
1. System Status
to the address switches.
2. Test Selecting No.1, CONFIGURE will give eight further sub-menus, namely:
b) Using a screwdriver, set the TENS number on the left-hand 3. Event Log 1. Set Engine/Detector
switch and the UNITS number on the right-hand switch.
2. Set Engine Name
Selecting 1. System Status will give two further sub-menus, namely:
The detector addresses are sequential and in a multi-engine system run in 3. Alarm Levels
sequence from engine to engine. If the last detector head on the first engine is 1. Engine
09 then the first detector head on the second engine must be 10. 4. Set Time and Date
2. Detector
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5. Set Password
Selecting 2. Test will give seven further sub-menus, namely: 6. Detector Offsets
Note: If a detector head is removed for overhaul, it is essential that they are
returned to their original position or they must be re-addressed. 1. Alarm Relay 7. Clr Max Average
2. Fault Relay 8. Clr Peak and Average
Setting the Password 3. System Test
Selecting No.2, SYSTEM STATUS will give three sub-menus, namely:
4. LED/LCD Test
The password is set during the commissioning of the system, but in the 1. Engine
unfortunate event that it requires to be changed the procedure is outlined below. 5. Back-up Alarm
The system is supplied with a default password and this will always remain 2. Detector
6. Optics
active in an emergency. 3. Status
7. Detector Alarm
a) Press the MAIN MENU button, then select ENGINEER. Selecting No.3, ISOLATE will give three further sub-menus, namely:
Selecting 3. Event Log will give three further sub-menus, namely:
b) Enter the default password, then select 1, CONFIGURE 1. Engine
1. List All Events
SYSTEM. 2. Detector
2. List By Event
3. Relay
c) In the SET PASSWORD MENU, select SET ENGINEER 3. List From Date
PASSWORD.
Selecting No.4, TEST will give eight further sub-menus, namely:
Each of the above sub-menus lead on to further sub-menus being accessed
d) Enter the new password (minimum 2 digits, maximum 6 digits) by the requisite selection key. The final sub-menu in each branch has the TO 1. Alarm Relay
and press ENTER. Enter the new password a second time to QUIT selection key only. 2. Fault Relay
confirm and again press ENTER.
3. System Test
4. LED/LCD Test
5. Back-up Alarm

Illustration 2.1.5c Oil Mist Detector Menu Tree 2

1
MAIN MENU Set Engine/Det. config. Set Engine/Det. config. Set Engine/Det. config.
1. User Number of Engines? Main Engine
2. Engineer Engine 2 Number of Detectors on engine 1 = ____?
3. Service Engine 3
Select option using and or Select with and or to quit Select with and or to quit to select or to quit
MAIN MENU
2
Engine Description Engine Description
1. User Enter Password
2. Engineer > Main Engine Prog. Main Engine descr. main engine
3. Service Engine Description ____________
Select option using and or Select with and or to quit Enter name using and or to quit
Password
1 3 1
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MAIN MENU: ENGINEER CONFIGURATION MENU Set Alarm Levels Set Engine Average Alarms
1. Configure System 5. Event Log 1. Set Engine/Det 5. Set Password Main Engine Level 0.50
2. System Status 6. Cancel Password 2. Set Engine Name 6. Detector Offsets 1. Set Average Alarm Engine 2 Level 0.50
3. Isolate 3. Alarm Levels 7. Clr Max Average 2. Set Deviation Alarm Engine 3 Level 0.50
4. Test 4. Set Time & Date 8. Clr Peak and Avg Engine 4 Level 0.50
Select option using and or Select option using and or Select option using and or Select option using and or
2 SYSTEM STATUS MENU 4 2 Set Detector Deviation Alarms Set Detector Deviation Alarms
Time: HH:MM AM DDD DD MMM YYYY Main Engine
1. Engine
Set Time: HH:MM (hours:minutes) Engine 2 Main Engine Det. 1 Level 0.30mg/l
2. Detector To Illustration 2.1.5d
Time Style AM PM 24 hr Engine 3 Main Engine Det. 2 Level 0.30mg/l
3. Status
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Set Date DD/MM/YY (day/month/year)
Select option using and or Select with and or to quit Select with and or to quit Select with and or to quit
3 ISOLATE MENU 5 Set Passwords Set Passwords Set Passwords

Enter New Password
1. Engine
1. Set Engineer Password Enter New Password >
2. Detector To Illustration 2.1.5d
> Confirm New Password
3. Relay
>
Select option using and or Select option using and or to quit to select or to quit to select or to quit
4 TEST MENU 6 Clear Air Offsets Detector’s Offset Menu

2. Fault Relay 6. Optics 1. Clear Air Offsets - Zero Detector Enter engine number? __
3. System Test 7. Detector Alarm
TTo Illustration 2.1.5d
Enter detector number? __
4. LED/LCD Test 8. Slowdown Relay
Select option using and or Select option using and or Select with and or to quit
5 EVENT LOG MENU 7 Clear Engine Maximum Actual Average

1. List all Events Main Engine
2. List by Event Engine 2 Main Engine Clear No Yes
3. List from Date
To Illustration 2.1.5d Engine 3
4. Download to PC Engine 4
Select option using and or Select option using and or Select with and or to quit
6 CANCEL PASSWORDS 8 Clear Peak and Average Level Menu
Returns to Clear peak and average levels? No/Yes
Are you sure? No/Yes

Select option using and or Select option using and or

6. Optics Engine, Detector and Slowdown Relay Isolation e) Using the ‘up’ and ‘down’ keys, select the required detector and
7. Detector Alarm press ENTER.
Engine Isolation
8. Slowdown Relay It is possible to isolate all of the detectors on the engine to effect any necessary f) The words beside the detector will change to DE-ISO ~ ISO.
repairs. The following outlines the procedure: Using the ‘right’ key, select ISO, then press the ENTER.
Selecting No.5. EVENT LOG will give four further sub-menus, namely:
1. List All Events a) Access the MAIN MENU and select ENGINEER, enter the g) The display will revert to showing the configured detectors, but
password to gain access to the engineer menu. the selected detector will now have ISOLATED flashing next to
2. List By Event it.
3. List From Date b) Press key No.3. ISOLATE and select No.1 ENGINE. Press the
ENTER key and the display will show the number of engines h) The lights ISOLATE and DETECTOR ISOLATE will come
4. Download to PC
with the word DE-ISOLATED beside each one. on.
Each of the above sub-menus lead on to further sub-menus as seen in the
c) Select the required (main) engine and press ENTER. To de-isolate the detector, repeat the above steps until reaching step (f) when
USER menu. A more detailed listing of the various sub-menus is given in the
DE-ISO ISO is showing besides the selected detector.
illustrations.
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d) The display will show the engine selected with the words DE-
ISOLATED ~ ISOLATED beside it. a) Select DE-ISO and press ENTER. The detector will return to
Action in the Event of an Alarm normal operation.
e) Select ISOLATE and press ENTER.
The system prioritises alarms and faults by having the following hierarchy: b) Press the ENTER key again (with DE-ISO selected) and the
f) The display will revert to showing the configured engines, but screen returns to showing all detectors and the lights ISOLATE
• Alarm - Highest priority
the selected engine will now have ISOLATED flashing next to and DETECTOR ISOLATE will go off.
• Comms Fault - 2nd highest priority it.
i) To return to the normal screen, press the ‘left’ arrow once and
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• Sensor Fault - 3rd highest priority
g) The three lights ISOLATE, DETECTOR ISOLATE and ENGINE press the MAIN DISPLAY key.
• System Fault - 4th highest priority ISOLATE will all come on.
A deviation or average alarm will automatically initiate a main engine Slowdown Relay Isolation
To de-isolate, repeat the above steps until reaching step d) DE-ISOLATED ~
slowdown. The information on the display should be noted and the fault ISOLATED beside the selected engine. Select DE-ISOLATED will return the It is possible to isolate the slowdown relay on the engine to effect any necessary
fully investigated and rectified before resetting the system. All of the events engine detectors to normal operation. repairs. The following outlines the procedure:
(alarm, deviation, fault, etc) are also stored in the alarm/fault queue in order of
occurrence and can be viewed by the operator by scrolling through the queue a) Access MAIN MENU and select ENGINEER, enter the
using the cursor keys. Detector Isolation
password to gain access to the engineer menu.
It is possible to isolate one detector on the engine to effect any necessary
Once an event is active it is displayed on the LCD screen. To clear the display, repairs. The following outlines the procedure: b) Press key 3. ISOLATE and press C to select the isolate menu.
press the ACCEPT key. Once this is pressed the display shows the ENGINE Select 3. RELAY and press ENTER. The display will show the
AVERAGES display. a) Access MAIN MENU and select ENGINEER, enter the engines configured with the word DE-ISOLATED beside each
password to gain access to the engineer menu. one.
b) Press key 3. to select ISOLATE and press ENTER. In the isolate c) Select the required engine by using the ‘up’ and ‘down’ keys
menu, press the ‘down’ key and press ENTER. The display will and press ENTER.
show the number of engines configured.
d) The display will show the engine selected with the words DE-
c) Using the ‘up’ and ‘down’ keys, select the engine on which the ISOLATED ~ ISOLATED beside it.
detector to be isolated and press ENTER.
e) Select ISOLATE by pressing the ‘right’ key and press ENTER.
d) The display will show the detectors configured on the selected
engine with the word DE-ISOLATED besides each detector. f) The display will show ENGINE 1 with the word ISOLATED
flashing next to it.

Illustration 2.1.5d Oil Mist Detector Menu Tree 3
From Illustration 2.1.5c
1 Main Engine Status 1

Engine Status Display Detector Level Display Detector Level
Average Alarm Level = 1.3mg/l
Main Engine Main Engine Main Engine Actual Levels in mg/l
Maximum Actual Level = 0.2mg/l
Engine 2 Engine 2 Det 1 = 0.00
Slowdown Relay Isolated : No
Engine 3 Engine 3 Det 2 = 0.00
Engine Isolated : No
General Fault : No Det 3 = 0.01
1 Select option using and or Number of Detectors = 6 to quit Select with and or to quit to quit
CONFIGURATION MENU
1. Set Engine/Det 5. Set Password
2. Set Engine Name 6. Detector Offsets To Illustration
3. Alarm Levels 7. Clr Max Average 2.1.5e
4. Set Time & Date 8. Clr Peak and Avg 2
Detector Status Menu 2 Detector Status Detector Status Detector Status
1. Detector Level Main Engine Det 1
2. Detector Status Main Engine Main Engine Det 1 Peak Level : 0.16mg/l
3. Detector Faults Main Engine Det 2 Dev. Alarm Level : 0.30mg/l
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4. Detector Offsets Isolation : No
Select with and or to quit Select with and or Comms : No Faults
2 Select with and or to quit to quit to quit
SYSTEM STATUS MENU
1. Engine
2. Detector
3. Status
3 Erase Config Data Erase Configuration Data
3 Detector Fault Status Detector Status Detector Status
Main Engine Det 1
Erase CFE Data? NO YES Main Engine Main Engine Level 0.50 Fan Fault : No Fault
1. Erase Configuration Are you sure? NO YES Engine 2 Engine 2 Level 0.50 Led Fault : No Fault
Engine 3 Engine 3 Level 0.50 Detector CPU Fault : No Fault
Select option using and or Select with and or Address Fault : No Fault
3 to quit Select with and or to quit Select with and or to quit to quit
ISOLATE MENU
1. Engine
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2. Detector
3. Relay
4 Detector Offsets Detector Offsets
Main Engine Det 1 Offset = 0.08mg/l

Main Engine Main Engine Det 2 Offset = 0.07mg/l
4 1 Engine Isolation Select with and or to quit Use or to quit

TEST MENU
2. Fault Relay 6. Optics Main Engine DE-ISOLATED Main Engine DE-ISOLATION ISOLATE
3. System Test 7. Detector Alarm
4. LED/LCD Test 8. Slowdown Relay To Illustration
Select option using and or 2.1.5e Select option using and or Select option using and or
5 2 Detector Isolation Detector Isolation Detector Isolation

EVENT LOG MENU
1. List all Events
2. List by Event Main Engine Main Engine Det 1 DE-ISOLATED Main Engine Det 1 DE-ISO ISO
3. List from Date
4. Download to PC To Illustration
Select option using and or Select option using and or Select option using and or
Select option using and or 2.1.5e
6 3 Isolate Engine Relay Isolate Engine Relay

CANCEL PASSWORDS
Returns to Main Engine DE-ISOLATED Main Engine DE-ISOLATION ISOLATE
Select option using and or Select option using and or Select option using and or

g) The SHUTDOWN ISOLATE light and the ENGINE ISOLATE Routine Maintenance
will come on.
The following routine maintenance should be carried out in conjunction with
To return the relay to normal operation, press the ENTER key whilst the the manufacturer’s recommendations.
display shows the engine number and the word ISOLATED is flashing. The
display will show ENGINE 1 DE-ISOLATION ISOLATE. Press ENTER and
the display will show ENGINE 1 DE-ISOLATED and the two lights will go Every 6 Months
out. Press the MAIN DISPLAY button to return to the normal display.
• Check that all glands on the control unit are tight and undamaged
to prevent any ingress of oil and moisture.
Test Menu • Check the control unit door sealing strip for damage.
The TEST MENU is accessed by pressing the TEST key. The TEST MENU • Check the junction box for gland and screw tightness.
has eight options which appear: • Check all cables for security and damage.
1. Alarm Relay - checks the correct operation of the alarm relay. • Check the detector heads for tightness and cable security.
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2. Fault Relay - checks the correct operation of the fault relay.
3. System Test - checks the correct operation of the system
software.
4. LED/LCD - checks the screen, lights and internal audible
alarm.
5. Back-up Alarm - checks the back-up alarm connection for each
detector by sounding the audible alarm.
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6. Optics - checks the output from the detector light array.
7. Detector alarm - simulates a deviation alarm without operating
the slowdown relay.
8. Slowdown Relay - checks the correct operation of the slowdown
relay. This test is only available in the password protected
screen, as the test will activate the engine slowdown should the
engine be running.
CAUTION
Testing the Slowdown Relay with the engine operating will cause the
engine slowdown function to operate.

Illustration 2.1.5e Oil Mist Detector Menu Tree 4 1 Alarm Relay Test
From Illustration 2.1.5d Test Alarm Relay ?

DISABLE ENABLE

1 CONFIGURATION MENU
1. Set Engine/Det 5. Set Password
2. Set Engine Name 6. Detector Offsets
3. Alarm Levels 7. Clr Max Average
4. Set Time & Date 8. Clr Peak and Avg To Illustration 2 Fault Relay Test
Select option using and or 2.1.5d
Test Alarm Relay ?
DISABLE ENABLE

2 SYSTEM STATUS MENU
1. Engine
2. Detector
3. Status To Illustration 3 Test Menu
Select option using and or 2.1.5d
Main processor power on
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3 ISOLATE MENU
1. Engine
2. Detector 1 Event Log Menu
3. Relay To Illustration Event 128 of 128 4 LCD and LED test
Select option using and or 2.1.5d PANEL RESET
14:10 20/10/2007
Oil Mist Detector Mk6
Version: P57100-1
4 Test the Buzzer

TEST MENU
QGTC
2. Fault Relay 6. Optics
3. System Test 7. Detector Alarm 2 Event Log Menu List by Event
4. LED/LCD Test 8. Slowdown Relay AVERAGE ALARMS Event 1 to 7 5
Select option using and or DEVIATION ALARMS AVERAGE ALARM Eng. 1
DETECTOR FAULTS 08:10 20/10/2006
COMMS FAULTS
Back-up alarm test active ...
Select with and or to quit Select with and or to quit
5 EVENT LOG MENU

1. List all Events
2. List by Event
3. List from Date
3 Event Log Menu List from Time/Date
4. Download to PC 6 Detector Optic Test
Select option using and or Enter time __:___ (24 hour:minutes) Event 1 of 89
Enter Date __/__/__ (day/month/year) COMMS. FAULT Eng. 1 Det. 1
Enable or disable option ?
10:10 01/10/2002
DISABLE ENABLE
Enter time/date enter to quit Scroll with or to quit
6 CANCEL PASSWORDS
Returns to
4 Download to PC Download to PC
7 Detector Alarm Test Detector Alarm Test
Select option using and or There are 256 events to send Download event log to PC...
to quit Main Engine Main Engine Det.1 TEST OFF
Sending event xxx
Enter time/date enter to quit
Select option using and or Select option using and or to quit
8 Relay Test Menu Relay Test Menu
Main Engine TEST OFF Main Engine DE-ACTIVATE ACTIVATE
Select option using and or Select option using and or

2.1.6 Vibration Dampers
Torsional Vibration Damper
Manufacturer: Geislinger
Model: D 280/15, arrangement 2
Number: 1 per engine
The Geislinger torsional vibration damper consists of an inner and outer part
which are connected by elastic steel spring blades. The inner part is connected
to the engine crankshaft and the spring blades absorb and dampen torsional
vibrations which are generated as the engine cylinders fire. If not dampened
these vibrations can cause structural damage to the engine.
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Lubricating oil is supplied to the damper from the main engine LO system, and
this acts as a damper as the springs flex. In the event of low LO pressure to the
torsional vibration damper, an alarm will be initiated.
CAUTION
In the event of a cylinder misfiring, the engine should not be operated
continuously between 46 and 54 rpm or above 80 rpm to prevent damage
due to torsional vibrations
QGTC

Illustration 2.1.7a Main Engine Shaft Clutch Hydraulic Circuit Diagram

Upper Deck
Key
PSZH
205 Propeller Shaft Clutch )
Lubricating Oil
C )( Throttle Hydraulic Oil
Storage Tank OL132F
LI (3.0m3)
Hand Pump
D 4th Deck (S)
A B
PI
Oil Sump Tank 403
Measuring Connection Measuring Connection
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A
Disengaging Clutch Pressure Control A B B
PTI
1 3 1 3
B 200 a b a b
2 P T 4 2 4
PTAL PSZL PI
Y1 Y3
) ) Engaging Clutch Measuring
200 202 402
Connection
Brake PSL PSH
201 203
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150
Main Engine 32 bar

Turning Gear
A B
1 3
a b
PDSAH 2 P 4
204
Y2
)
Clutch Housing C
PI
Coupling Lubrication 401 3 bar
50 TEI TEAH
100 100
TI
400
)( )(
Oil Sump OL131F(S)
OL133F(P)
M M
To No.1 Lubricating 35 bar 35 bar

HP Pump HP Pump
Oil Transfer Pump LSAL 50 40 50 40
306
OL130F(S)
OL134F(P)
Oil Sump Tank

2.1.7 Main Engine Shaft Clutch and Brake The purpose of the brake is to hold the propeller shaft during clutch switching The system is equipped with an oil reservoir, two electrically-driven hydraulic
operations. supply pumps and a double filter unit; the hydraulic pumps are mounted on
the oil reservoir. The oil reservoir is replenished from a dedicated storage tank
Shaft Clutch
Note: The holding brake is not suitable for use as a blocking device for the which is located on the 4th deck, starboard side. The tank has a quick-closing
Manufacturer: Renk propeller shaft. outlet valve, OL132F, and each oil reservoir has a filling valve, OL131F
Type: PSC-225 (starboard) and OL133F (port). A pressure relief valve protects the hydraulic
system against over-pressure, with the excess oil returning to the oil sump.
Number of sets; 2 Propeller Shaft Clutch
Only one supply pump is normally required to be in operation, with the second
Transmitted power: 18,900kW (maximum) pump a standby unit. The standby pump will be started automatically when a
The engine drive is transmitted in the clutch via two toothed hubs, one
Nominal torque: 1,983kNm pressure switch is activated by low pressure in the hydraulic oil system. The
connected to the engine drive shaft and one connected to the propeller. An
Speed: 91.0 rpm external toothed sleeve slides over both hubs to complete the drive train when pumps are started and selected for duty locally or from the ECR via the IAS.
Max. propeller thrust: 2,600kN/520kN (clutch in/clutch out) the clutch is engaged; the engine and the propeller are positively connected via
Admissible speed during operation; 0 rpm/<6.0 rpm (clutch in/clutch out) the gear teeth. The wedge-shaped design of the teeth provides for a virtually Emergency Operation
backlash-free coupling. When the clutch is disengaged the sleeve is engaged
only with one toothed hub. The clutch is shown in the engaged and disengaged In the event of a failure in the oil supply, the lubrication and the hydraulic
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positions in illustration 2.1.7a. pressure (to retain the clutch in engaged or disengaged position) will be lost.
Shaft Brake
Safety bolts are provided to jack the external sleeve into the clutch engaged
Manufacturer: Dellner AB The external sleeve is moved axially by hydraulic action to engage and position. When the clutch has been engaged the bolts are left in position to hold
Model: SKD 4x125 disengage the clutch. Part of the external sleeve forms a cylinder, with an the sleeve in place. Reference must be made to the manufacturer’s instruction
Type: Disc, hydraulically operated internal ring located in the cylinder and keyed to the shaft, forming a stationary manual before the emergency operation of the clutch.
Number of sets; 2 piston within the cylinder. When hydraulic oil pressure is applied to one side
of the piston the sleeve is forced along the shaft, engaging the clutch. When CAUTION
Braking force: 404.2kN
hydraulic oil is applied to the other side of the piston the sleeve is forced back The bearings and gear teeth can be damaged during emergency operation
Max. hydraulic pressure: 200 bar along the shaft and the clutch is disengaged. The hydraulic pressure acting on due to insufficient lubrication. The clutch should only be operated in the
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the piston maintains the axial position of the sleeve and hence the engaged/ emergency mode for the least time possible.
disengaged state of the clutch.
Introduction
CAUTION
CAUTION
The shaft clutch and brakes are located between the main engine thrust blocks Avoid emergency operation with the propeller shaft clutch disengaged.
and stern tubes, with the brake located aft of the clutch. The purpose of the The clutch must only be engaged when the engine is stopped, the turning
clutch is to disengage the engine drive from the propeller, this may allow: gear is engaged and the shaft brake is applied. The clutch must only
be disengaged if the propeller shaft speed is less than 6.0 rpm and the Control System
• The vessel to steam faster, using less fuel when operating on one torque load less than 10% of the nominal torque. The engaging/disengaging process is controlled by solenoid operated valves,
engine. As the vessel is equipped with fixed pitch propellers the
which control the flow of hydraulic oil to the clutch operating cylinder. The
idle propeller can freely rotate in the wake stream, causing less During normal operating conditions the clutch must also transmit the propeller operating system is controlled and monitored by a plc unit which is equipped
drag. thrust to the engine thrust block. Two axial thrust bearings are located inside with a touch screen. The plc control panel is located besides the clutch and
the clutch to transmit the propeller thrust, one for ahead engine operation and a local starter panel is also provided for the hydraulic pumps. From the
CAUTION one for astern operation. In addition, the axial thrust bearings will transmit any touch screen the alignment of the clutch parts can be confirmed before the
Each main engine LO system supplies oil to its own propeller shaft thrust caused by propeller drag when the engine is stopped and the clutch is engagement operation. Operating parameter values, clutch status and alarms
intermediate bearings, so if an engine is to be stopped and the propeller disengaged. Such propeller thrust may be caused when one engine is stopped can also be displayed. The clutch control system incorporates the following
shaft allowed to rotate, the main engine LO system MUST remain in and the vessel is under way, propelled by the other engine. features:
service.
• An override function for emergency engagement of the clutch.
Hydraulic System
• Supervision of the system parameters, blockings and sequence
• The engine can be turned on the turning gear during maintenance, Each main engine clutch is equipped with a self-contained hydraulic oil supply
and pressure control during the engagement process.
without worry of fouling ropes or conflicting with work on the system, which is located besides the clutch. The system provides oil for:
propeller and tail shaft. • Clutch system blockings according to the operational mode.
• The engagement/disengagement of the clutch.
• Maintenance work or repairs to be safely carried out on one • Surveillance of pressure alarms.
• The lubrication of the bearings in the clutch.
engine whilst the vessel is steaming on the other, subject to the • Interface to the main engine control and alarm systems.
LO restrictions detailed above. • The lubrication of the clutch teeth.
• The cooling of the clutch parts.

Illustration 2.1.7b Main Engine Shaft Clutch
Hub with External Teeth
Radial
Bearing
Clutch Disengaged
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Flange
Shaft
Axial
Bearing
Rotary Union -
Radial
Hydraulic System
Bearing
Axial
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Bearing Hollow
Shaft
Core
Shaft
Clutch Engaged Flange
Sleeve with Internal

Teeth and Cylinder
Flange
Shaft

The touch screen has 6 ‘layers’ and each layer enables the operator to perform Layer 0-1: Layer 0-3:
various functions. All layers allow the operator to acknowledge alarms
and display oil temperature, oil pressure, oil reservoir and filter status. The • Clutch status (fully engaged/fully disengaged) • Clutch alignment (indication)
principal features of which are: • Clutch operation status (ready to engage/ready to disengage) • Alignment warning: Indication if engagement is attempted
before correct alignment
• Clutch process status (engaging/disengaging)
Layer 0 (Idle Screen): • Engage button: If pressed twice whilst alignment warning
• Hydraulic oil temperature and pressure
is active, the engagement process is initiated regardless of
• Engage/disengage clutch buttons • Hydraulic oil level and filter status alignment
• Hydraulic oil temperature and pressure • Alarm acknowledgement • Hydraulic oil temperature and pressure
• Hydraulic oil level and filter status • Lamp test • Hydraulic oil level and filter status
• Alarm acknowledgement
• Alarm acknowledgement
• Lamp test
SIEMENS SIMATIC PANEL • Lamp test
• (Hydraulic oil conditions, filter and tank status are displayed
SAMSUNG
TOUCH
when the system is active) PSC 225 Clutch Control
SIEMENS SIMATIC PANEL
ready ready
TOUCH
PSC 225 Clutch Control
clutch dis- clutch
SIEMENS SIMATIC PANEL fully engaging
enging fully
engaged diseng. align WARNING
TOUCH
Do you really
PSC 225 Clutch Control
engage want to enforce
engagement?
000 °C 00.0 bar
engage dis-eng oil temp. alarm 60°C oil press. alarm 2 bar
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000 °C 00.0 bar
oil filter alarm oil temp. alarm 60°C oil press. alarm 2 bar
lamp alarm
000 °C 00.0 bar test oil level alarm ack
oil filter alarm
oil temperature oil pressure lamp alarm
test oil level alarm ack
oil filter
lamp alarm
test oil level ack
Name: Type: Function:

Ready (Engage) Indication - Clutch ready for engagement.
Ready (Diseng.) Indication - Clutch ready for disengagement. Name: Type: Function:
Clutch fully engaged Indication - Clutch is fully engaged. Align Indication - Align shaft before starting engagement procedure.
Engaging Indication - Engaging procedure ongoing. Warning Indication - Warning sign. The engage button was pressed while
Disengaging Indication - Disengaging procedure ongoing. Do you really want to the shaft is not aligned. If the
Name: Type: Function:
Clutch fully diseng. Indication - Clutch is fully disengaged. enforce engagement? engagement button is pressed again while the
Engage Pushbutton - Engage clutch.
warning is active, the engagement procedure will
Disengage Pushbutton - Disengage clutch. xxx°C Analogue value - Actual oil temperature.
be started even if the shaft is not aligned.
xxx°C Analogue value - Actual oil temperature. x.xx bar Analogue value - Actual oil pressure.
Engage Pushbutton - Engage clutch.
x.xx bar Analogue value - Actual oil pressure. Oil temp. alarm 60°C Indication - Oil temperature alarm active. (T>60°C)
xxx°C Analogue value - Actual oil temperature.
Oil temperature Indication - Alarm will be displayed once active. Oil press. alarm 2 bar Indication - Oil pressure alarm active. (P<2 bar)
x.xx bar Analogue value - Actual oil pressure.
Oil pressure Indication - Alarm will be displayed once active. Lamp test Pushbutton - Test function for signalling lamps.
Oil temp. alarm 60°C Indication - Oil temperature alarm active. (T>60°C)
Lamp test Pushbutton - Test function for signalling lamps. Oil filter Indication - Oil filter alarm active.
Oil press. alarm 2 bar Indication - Oil pressure alarm active. (P<2 bar)
Oil filter Indication - Alarm will be displayed once active. Oil level Indication - Oil level alarm active.
Lamp test Pushbutton - Test function for signalling lamps.
Oil level Indication - Alarm will be displayed once active. Alarm ack Pushbutton - Alarm acknowledge. Alarms will be
Oil filter Indication - Oil filter alarm active.
Alarm ack Pushbutton - Alarm acknowledge. Alarms will be reset once alarm ack is pressed after
Oil level Indication - Oil level alarm active.
reset once alarm ack is pressed after the alarm-reason is solved.
Alarm ack Pushbutton - Alarm acknowledge. Alarms will be
the alarm-reason is solved. reset once alarm ack is pressed after
the alarm-reason is solved.

Layer 0-5: Layer 0-7: Layer 0-9:
• Ready, alignment OK (indication) • Ready aligned (indication) • Extension module errors, 0,1 7 2. (indication)
• Engaging procedure in progress (indication) • Engaging procedure in progress (indication) • Ready, alignment OK (indication)
• Fully engaged (indication) • Fully engaged (indication) • Engaging procedure in progress (indication)
• Alarm, enforced engagement (engagement initiated without • Alarm, engagement was not successful. Engagement supervision • Fully engaged (indication)
alignment) timer ended while signal ‘clutch fully engaged’ was not active
• Alarm, disengagement was not successful. Disengagement
• Hydraulic oil temperature and pressure • Hydraulic oil temperature and pressure supervision timer ended while signal ‘clutch fully disengaged’
was not active
• Hydraulic oil level and filter status • Hydraulic oil level and filter status
• Hydraulic oil temperature and pressure
• Alarm acknowledgement • Alarm acknowledgement
• Hydraulic oil level and filter status
• Lamp test • Lamp test
• Alarm acknowledgement and lamp test
SAMSUNG
SIEMENS SIMATIC PANEL SIEMENS SIMATIC PANEL
SIEMENS SIMATIC PANEL
TOUCH
TOUCH
TOUCH
PSC 225 Clutch Control PSC 225 Clutch Control
Error EM 231 PSC 225 Clutch Control
Error EM 232
ready aligned ready aligned Error EM 222
ALARM ALARM ready aligned ALARM
clutch Engagement clutch Engagement Disengagement
clutch
fully engaging without alignment fully engaging ended ended
fully engaging
engaged enforced! engaged Abnormal! engaged Abnormal!
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000 °C 00.0 bar 000 °C 00.0 bar 000 °C 00.0 bar
oil temp. alarm 60°C oil press. alarm 2 bar oil temp. alarm 60°C oil press. alarm 2 bar oil temp. alarm 60°C oil press. alarm 2 bar
oil filter alarm oil filter alarm oil filter alarm

lamp alarm lamp alarm lamp alarm
test oil level alarm ack test oil level alarm ack test oil level alarm ack
Name: Type: Function: Name: Type: Function: Name: Type: Function:

Ready aligned Indication - Shaft is ready aligned for engagement. Ready aligned Indication - Shaft is ready aligned for engagement. Error EM 231 Indication - Extension module 0, EM 231 shows error
Clutch fully engaged Indication - Clutch is fully engaged. Clutch fully engaged Indication - Clutch is fully engaged. Error EM 232 Indication - Extension module 1, EM 232 shows error
Engaging Indication - Engaging procedure ongoing. Engaging Indication - Engaging procedure ongoing. Error EM 222 Indication - Extension module 2, EM 222 shows error
ALARM Indication - Alarm since engagement was enforced ALARM Indication - Alarm since engagement was not successful. Ready aligned Indication - Shaft is ready aligned for engagement.
Do you really want to without aligned shaft. Engagement ended Engagement supervision timer ended while Clutch fully engaged Indication - Clutch is fully engaged.
enforce engagement? abnormal? signal “clutch fully engaged” was not active. Engaging Indication - Engaging procedure ongoing.
xxx°C Analogue value - Actual oil temperature. xxx°C Analogue value - Actual oil temperature. ALARM Indication - Alarm since engagement was not successful.
x.xx bar Analogue value - Actual oil pressure. x.xx bar Analogue value - Actual oil pressure. Engagement ended Engagement supervision timer ended while
Oil temp. alarm 60°C Indication - Oil temperature alarm active. (T>60°C) Oil temp. alarm 60°C Indication - Oil temperature alarm active. (T>60°C) abnormal? signal “clutch fully engaged” was not active.
Oil press. alarm 2 bar Indication - Oil pressure alarm active. (P<2 bar) Oil press. alarm 2 bar Indication - Oil pressure alarm active. (P<2 bar) xxx°C Analogue value - Actual oil temperature.
Lamp test Pushbutton - Test function for signalling lamps. Lamp test Pushbutton - Test function for signalling lamps. x.xx bar Analogue value - Actual oil pressure.
Oil filter Indication - Oil filter alarm active. Oil filter Indication - Oil filter alarm active. Oil temp. alarm 60°C Indication - Oil temperature alarm active. (T>60°C)
Oil level Indication - Oil level alarm active. Oil level Indication - Oil level alarm active. Oil press. alarm 2 bar Indication - Oil pressure alarm active. (P<2 bar)
Alarm ack Pushbutton - Alarm acknowledge. Alarms will be Alarm ack Pushbutton - Alarm acknowledge. Alarms will be Lamp test Pushbutton - Test function for signalling lamps.
reset once alarm ack is pressed after reset once alarm ack is pressed after Oil filter Indication - Oil filter alarm active.
the alarm-reason is solved. the alarm-reason is solved. Oil level Indication - Oil level alarm active.
Alarm ack Pushbutton - Alarm acknowledge. Alarms will be
reset once alarm ack is pressed after
the alarm-reason is solved.

Alarm and Monitoring System The hydraulic system is also equipped with a pressure switch and pressure The engagement process is now completed.
gauge. Pressure in the hydraulic system closes the switch, indicating that the
The clutch operating system is equipped with an alarm system, which reports
shaft brake is applied. The pressure switch is connected to the engine safety
via the engine control system and the engine alarm system. The engine Procedure to Disengage the Shaft Clutch
system which will shut down the engine when the switch is closed.
shutdown functions (oil pressure low and brake ‘on’) are connected directly to
the engine safety system. The alarms and shutdowns include: The procedure detailed below assumes that the main engine is shut down and
Procedure to Engage the Shaft Clutch the engine starting is blocked.
Function Description Value
Shutdown Oil pressure low 1.0 bar The procedure detailed below assumes that the vessel is stopped and the main CAUTION
engine is shut down with the starting system blocked.
Shutdown Clutch not fully engaged The clutch must only be disengaged if the propeller shaft speed is
Shutdown Brake system hydraulic oil pressure >0 less than 6.0 rpm and the torque load is less than 10% of the nominal
a) Check that power is available to the control unit and hydraulic
Alarm Clutch not fully disengaged torque.
power pack.
Alarm Oil pressure low 2.0 bar
a) Start one of the hydraulic pumps, if not already running.
Alarm Oil temperature high 60°C b) Check that all instrument and gauge root valves are open.
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Alarm Oil filter differential pressure high 2.5 bar b) Suppress the alarm system and activate the control valves
c) Ensure that the shaft clutch is completely disengaged.
Alarm Oil reservoir level low according to the order specific sequence diagram.
Standby pump start 1.5 bar d) Suppress the alarm system and activate the control valves
c) Disengage the clutch by pressing the disengage button on touch
according to the order specific sequence diagram.
Additional alarms for plc failure and power failure are reported on the engine screen layer 0. Verify that the clutch has fully disengaged in
alarm system. layer 0-1.
e) Check the level in the hydraulic oil reservoir and replenish as
required.
d) Reset the control valves according to the order specific sequence
Shaft Brake diagram.
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f) Start one of the hydraulic pumps. Set the idle pump to standby
The propeller shaft brake is a disc type and is located aft of each propeller shaft operation.
e) Reset the alarm system.
clutch. The purpose of the brake is to hold the propeller shaft during clutch
switching operations, and it consists of two brake housings with each housing g) Check that the main engine turning gear is engaged.
The disengagement process is now completed.
being equipped with two operating cylinders. The housings each have one
brake pad fitted which is forced tangentially against the brake disc by pistons h) Apply the propeller shaft brake. Refer to the operating procedure
detailed below. WARNING
acting in the cylinders. The tangential braking force is transmitted directly
from the brake pads to the housing which means that the brake pistons are not To avoid injury to personnel when working inside the crankcase at sea, it
subject to any radial force. i) Bring the clutch into the switching position by turning the is recommended to lock the propeller shaft using the shaft-locking device
engine shaft with the engine turning gear. When the clutch parts and disengage the clutch.
The housings are also equipped with two retracting springs which pull the brake are aligned the control panel touch screen will indicate READY
pad back to release the brake. Brake pad wear is automatically compensated for ALIGNED on layer 0-5.
through an increased stroke of the pistons.
j) Engage the clutch by selecting ENGAGE on touch screen layer
CAUTION 0 or 0-3.
The brake is designed as a holding brake only. It must not be used for
k) Confirm that the clutch has fully engaged via touch screen layer
dynamic braking, ie, bringing the shaft to a standstill. Dynamic braking
0-1.
can cause overheating and damage to the brake parts.
l) The engine turning gear can now be disengaged as required.
Hydraulic pressure is applied to the operating cylinders by a hand operated
pump. The hydraulic supply unit also incorporates a small oil reservoir,
pressure release valve. The brake is released by opening the release valve, m) Verify that the engine control system indicates that the clutch is
allowing the retracting springs to force the pads clear of the disc. The oil is fully engaged.
displaced back to the reservoir.
n) Release the shaft brake. Refer to the operating procedure
detailed below.

Procedure to Apply the Propeller Shaft Brake Operating Procedures With Clutch Disengaged
Clutch Disengaged and Shaft Freewheeling
a) Check the level in the oil reservoir. Do not overfill.
The method for disengaging the clutch has already been provided, but when
b) Check that the instrument and gauge root valves are open. operating on one shaft with the other one declutched and freewheeling, the
following procedure should be adopted:
c) Check that the pressure release valve is closed. The valve is
located on the oil reservoir. The freewheeling mode has to follow speed increase steps before reaching the
maximum possible freewheel speed:
d) Fit the handle to the handpump and pressurise the hydraulic
system by operating the pump. a) With the operating shaft providing propulsion, restrict the ship’s
speed to allow the freewheeling propeller to spin at between 10
e) Ensure a switching signal is received from the pressure switch and 15 rpm for a minimum of 20 minutes.
before the brake pads touch with the brake disc.
b) Increase the ship’s speed until the freewheeling propeller is
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f) Increase the pressure in the hydraulic system to approximately spinning at between 20 and 25 rpm. Maintain this speed for a
195 bar as indicated on the pressure gauge (maximum working minimum of 20 minutes.
pressure 200 bar).
c) After the above speed increase schedule has been completed,
g) Verify that the engine control system indicates that the brake is the vessel can proceed to full power (speed) on the in-service
applied. engine.
WARNING
Procedure to Release the Propeller Shaft Brake
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To avoid injury to personnel, it is not recommended to work on a
main engine with the clutch disengaged and the shaft feewheeling. All
CAUTION crankcase maintenance at sea must only be carried out with the clutch
The shaft brake should not be released until the shaft clutch is fully disengaged and the SHAFT LOCKED.
engaged.
Clutch Disengaged and Shaft Locked
a) Ensure that the propeller shaft clutch is fully engaged.
If it is intended to operate the vessel on one propeller shaft with the other one
b) Check that the instrument and gauge root valves are open. declutched and ‘locked off’, then proceed as follows:
c) Depressurise the hydraulic system by opening the pressure a) With the vessel at a standstill and the main engines stopped,
release valve on the oil reservoir. rotate the propeller shaft of the engine to be taken out of service
using the turning gear.
d) Ensure a switching signal is received from the pressure switch
after the brake pads cleared the brake disc. b) Align the shaft locking clamp with one of the propeller shaft
coupling bolts and secure in place.
e) Ensure that the hydraulic system is depressurised by checking
the pressure gauge. c) Disengage the shaft clutch in accordance with the procedure
already provided.
f) Verify that the engine control system indicates that the brake has
been released. CAUTION
After the propeller shaft has been secured by the shaft locking device,
g) Remove the lever from the handpump and stow it in the
the clutch must remain disengaged to prevent accidental damage to the
support. engine and propulsion system.
h) Check the level in the oil reservoir. Do not overfill.

2.1.8 Main Engine Top Bracing System
Manufacturer: Hanmi Power

Model: HTB300-50
Design force: 2,837.5kgF at 4.0 bar air pressure
12,016.9kgF at 17 bar maximum oil pressure
The hydraulic bracing cylinders are installed between the engines and the
ship’s structure to de-tune the natural frequencies of the engine. If not de-tuned
the natural frequencies could cause the top of the engines to vibrate during
normal running, leading in extreme circumstances to structural damage. Four
hydraulic cylinders are attached to the outboard side of each main engine, two
at number 1 cylinder and two at number 7 cylinder. The hydraulic cylinders are
located at the top platform level and can accommodate differences in thermal
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expansion and variations in the loading conditions of the vessel.
The cylinders are single-acting units with a self-return action utilising a

pneumatic-hydraulic function. The bracing cylinder comprises an internal
piston arrangement with oil on one side and air on the other. The air is supplied
at 4.0 bar via a pressure manifold, and should there be any engine or hull
movement, causes a barrier piston to move, making the oil in a secondary
chamber move to a primary chamber via a check valve. This in turn moves the
main piston forward to act as a shock absorber against the engine movement.
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The compressability of the oil acts as the dampening force until a pressure of
17 bar is reached. At this hydraulic pressure a relief valve opens and the oil
flows from the primary to the secondary chamber and forces the barrier to act
as a spring. At this point the typical frequency is 10Hz with an amplitude of 0.5
- 1.0mm. When the load returns to zero the air pressure forces the barrier back Main Engine Top Bracing Cylinder.
against the oil and it flows through the check valve to the primary chamber
until the pressure equalises at 4.0 bar.
The internal pistons have a stroke indicator and a position pin fitted to allow
for external sighting of their relative positions. The stroke indicator has three
coloured bands, red-green-red, and interrelates with the position pin. When
initially set up the two should be of equal external length with the green band
section of the stroke indicator visible.
A service panel, incorporating the pressure manifold, is provided for two

bracing units. The panel comprises an air filter, air inlet connection, oil inlet
connection, vent/bleed connections and air/oil pressure gauges. A handpump is
also provided for filling the bracing unit with hydraulic oil.

Illustration 2.2.1a Auxiliary Boilers and Economiser System To Cargo

Funnel Top
Machinery System
Upper Deck
No.2 Economiser Gauge Gauge No.1 Economiser

(2 ton/h x 8kg/cm2)
TI Board PT Board TI (2 ton/h x 8kg/cm2) ST198F
ST
MT
To 110F
C11 C10 Set: Set: C10 C11
ST008F Scupper
10kg/cm2 10kg/cm2
ST014F ST013F
PI PIAH ST C55 C12 C1 C1 C2 C14 MT MT C14 C2 C12 C55 ST018F PIAH POC
MM036 C10 C10 C1 C1 C9 MM034 MM032
019F IAS
ST003F ST002F E/P
8k - 7k Control Air
C9 C131 Control Control C131 PIC
C53 C15 C15 C53 C8 C8 MT MT MM032
C8 C8 Air Air
SB SB262F
C7 C7 263F C7 C7 ST ST ST
ST C21 C21 ST 010F 009F 011F
C3 C4 W1 W1 C4 C3
021F 020F
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To Scupper To ST012F
C5 C6 C3 C4 C4 C3 C5 C6 Scupper To Steam
POC PIC
MM031 MM031 Service
SB SB IAS E/P
SB 105F 104F SB Control
Sampling Cooler To Scupper 351F 350F To Scupper Air ST006F ST015F
SB C9 C9 MT
SB304F 303F PIAH XA C24 C24 XA PIAH
BC016 BC014 BC003 BC005
ST ST ST
SB LIAHL XA XA LIAHL 005F 001F 004F From Engine Room
C7 C8 C25 ST017F ST016F C25 C7 C8
302F BC015 BC013 BC002 BC004 Condensate System
WG TI
PI XI XI PI TI (See Illustration 2.3.1a)
C26 C26
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145F BC012 C19 SB SB C19 BC001
206F Condensate 205F SD001F SD

No.2 Auxiliary Boiler No.1 Auxiliary Boiler
To (8 ton/h x 8kg/cm2) Line (8 ton/h x 8kg/cm2) Atmospheric 003F
PI
Scupper C215 SB208F SB207FC215 Dump / Drain
TI
From Fresh Condenser
Water Service WG From Cargo
155F WG146F
Drain Cooler
SD002F
Boiler Water Boiler Water From No.1 Fresh

No.2 Chemical MC SB SB
SB261F SB SB Circulating Pumps Circulating Pumps PP094 SB260F Water Generator
Dosing Unit 253F 252F for No.2 Economiser for No.1 Economiser 251F 250F
DPS
PI PI PI PI
DPS Set: 1.5kg/cm2
Set: AUTO (15m3/h x 3.5kg/cm2) (15m3/h x 3.5kg/cm2) AUTO
1.5kg/cm2 CH-VR No.1 CH-VR
No.2 No.2 No.1 Chemical
XA XA
PP095
MC MC PI PI MC PP092 Dosing Unit
Key PP097 PI PI
PP098
No.1 PP093
SB SB WF WF WF WF SB SB
Feed Water 176F 177F 175F 174F 201F 200F WF WF
WF WF 203F 202F 172F 173F LAH
179F 178F BC027
Air SB204F WG143F
Steam Observation
From Fresh Tank (0.3m3)
Boiler Feed Water Pumps for No.2 Auxiliary Boiler WG144F WG
Condensate Water Service 152F
(11m3/h x 14kg/cm2) PI SIAH
PI PS PS PI PI
Boiler Feed Water Pumps BC024 BC BC
Electrical Signal for No.1 Auxiliary Boiler LAL Cascade / 004 003
SB BC026
Set: (11m3/h x 14kg/cm2) Filter Tank TC
003F SB002F
10.5kg/cm2 SB005F MC SB103F SB109F SB101F MC SB007F TI (10m3)
AUTO
PP089 No.2 No.2 PP087
AUTO Set:
CH-VR CH-VR 10.5kg/cm2 SB001F
SB123F SB121F BC
XA
PI PI PS SB SB PS PI PI
XA
PP088 106F 108F PP085
005 Vacuum
From Steam Breaker
SB301F SB300F SB004F MC SB102F SB100F MC SB006F Service
To / From Low Temperature PP088 No.1 No.1 PP086 ST195F ST196F
Cooling Fresh Water System To Scupper
SB122F SB120F ST197F

2.2 Boilers and Steam Systems Waste Oil Pump Illustration 2.2.1b Auxiliary Boiler
Manufacturer: Allweiler AG
2.2.1 General Description Type: Mono
Model: AE IN 25
Auxiliary Boiler No. of sets: 1
Manufacturer: Aalborg Capacity: 2.82m3 at 5.0kg/cm2
No. of sets: 2 Motor: 440V, 1.73kW at 845 rpm
Type: Oil-fired vertical smoke tube marine boiler
Model: UNEX CHB-8000 Burner
Evaporation: 8,000kg/h
Manufacturer: Aalborg
Steam condition: 8.0kg/cm2 at 174°C
Type: Rotary Cup
Feed water temperature: 85 - 95°C
Model: KBW 650
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Burner stop: 9.2 bar
No. of sets: 1 per boiler
Burner start: 8.2 bar
Slave burner start: 80% load
Slave burner stop: 25% load Introduction
High water level alarm: +650mm
The steam generating plant consists of two Aalborg auxiliary oil-fired boilers
Low water level alarm: -250mm and two exhaust gas economisers. The steam demand of the vessel when in
Low water level shutdown: -295mm port is met by the two oil-fired boilers. The boilers can be operated individually
Safety valve operation: 10.0kg/cm2 or together in a master and slave system. At sea the steam demand is met by
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Steam high pressure: 9.6kg/cm2 (alarm and burner shutdown) the exhaust gas economisers, which utilise waste heat from the main engine
exhaust gases. During periods of high steam demand or engine manoeuvring it
Steam low pressure: 5.0kg/cm2 (alarm)
may be necessary to run the auxiliary boilers and the exhaust gas economisers
Steam dump valve opening: 9.1kg/cm2 in parallel. Water circulates from the auxiliary boilers through the economisers;
circulation is by one of the two economiser water circulating pumps provided
Fuel Oil Pump for each boiler/economiser set. In the economisers the water gains heat from
the main engine exhaust gases and this forms a mixture of water and steam
Manufacturer: Allweiler which are separated in the boilers. The boilers and economisers are arranged
Type: Vertical screw so that No.1 boiler operates with No.1 economiser and No.2 boiler with No.2
Model: ZASV-3150 G8.3 FW8 economiser.
No. of sets: 2
Capacity: 1.8m3 at 5.0kg/cm Auxiliary Boiler Description
Motor: 440V, 1.75kW at 1720 rpm
The boilers are a vertical smoke tube design, with a cylindrical shell surrounding
the furnace; the burner fires horizontally and is located near the bottom of the
Ignition Pump boiler. Combustion takes place in the furnace and the heat is transferred mainly
Type: Horizontal, gear by radiation from the flame to the furnace shell. The combustion gases leave
the furnace via vertical smoke tubes which pass through a cylindrical water
Model: RSA
drum; heat is transferred to the tube elements mainly by convection. The
No. of sets: 2 upper section of the drum forms the steam space and steam generated round
Capacity: 0.061m3 at 7.0kg/cm2 the furnace and lower section of the water drum rises into this space. The
Working pressure: 14.0kg/cm2 combustion gases leave the smoke tubes at the upper smoke box and the uptake
Motor: 440V, 0.22kW at 3,300 rpm is connected to the upper smoke box. The main boiler mountings such as safety
valves, steam outlet valve, air vent and steam pressure gauge connections are
located on top of the boiler body to allow a simple connection to the piping
systems. The construction of the boiler is as shown in illustration 2.2.1b.

The boiler foundation consists of a support ring which is welded to the ship’s Water Level Gauges Scum Valve
structure. The support has cut-out sections which allow air to circulate under
Two local water level gauges are located on the front of the boilers, each gauge The scum valve group comprises a shut-off valve and non-return valve. In the
the boiler; it is important that these cut-outs are not obstructed or sealed.
being provided with two shut-off cocks and a drain cock. The pipes from the event of scum in the boiler, the scum can be blown-off from the water surface
drain cock on the water level gauge leads to an open drain and are visible for by opening these valves, but the ship’s side blowdown valves must be opened
The boilers are fitted with rotary cup type burners with local control panels that
inspection. before the scum valves are operated.
are located besides the boilers. The control system provides fully automatic
operation of the boilers, burners and auxiliary equipment.
Low Water Level Switch Valves Circulation Valves
Boiler Mountings A low water level float switch chamber is located on the front of the boiler at The boilers are provided with two circulation valve groups for inlet and outlet
the same level as the water gauge glasses. Valves isolate the float chamber from connections to the exhaust gas economisers. The valves groups comprise a
Safety Valves the boiler at the top and bottom. The chamber is also provided with a drain shut-off valve and a non-return valve, with the outlet in the water space and the
The boilers are equipped with identical fittings and therefore only one boiler is valve which leads to an open drain for inspection. The float chamber should be inlet in the steam space.
referred to in the description below. Two safety valves are fitted to the pressure treated as a gauge glass and ‘blown down’ in the same way to ensure correct
vessel of the boiler at the steam space and these are installed to prevent the operation.
Sample Valve
boiler pressure from rising above the design value. Waste steam pipes have
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been fitted to the safety valves and these are provided with drains to prevent A sample valve has been fitted in the boilers, enabling a connection to the
Differential Pressure Transmitter (DPT)
a build-up of condensate above the valves. Each safety valve body is also boiler water sample cooler. This is used for taking test samples to evaluate the
provided with a drain to prevent water build-up on the valve disc. The DPT is a microprocessor based ‘smart’ transmitter and used in the feed condition of the boiler water and to determine the type and quantity of feed
water regulation system for determining the water level in the boiler. Signals water treatment required.
The safety valves are equipped with a lifting device (easing gear), which allows from the DPT are also used for too low water level shutdown and low and high
the safety valves to be opened and closed manually. The lifting gear is operated water level alarms. Shut-off cocks are fitted to connections on the upper drum
Manhole
by steel wires and pull handles from a safe location. The safety valve can be for the differential pressure transmitter connection pipes.
Three manholes are provided around the boiler to allow internal inspection
operated by means of the lifting lever at 85% of the set pressure.
of the pressure vessel. Access to the furnace is gained by swinging out or
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Instrumentation Valves and Gauge Board
removing the burner unit.
WARNING The boiler is fitted with an instrumentation valve for steam pressure
It is very important to make sure that there are no restrictions to the indication.
Washing Water Valve
operation of the safety valve lifting gear or lifting gear operating wire.
A washing water connection is provided on the top of the boiler to allow the
Blowdown Valve
smoke box and smoke tubes to be cleaned during boiler overhaul.
Main Steam Valve A blowdown valve group of the shut-off/non-return type is mounted at the
The main steam valve is a screw lift valve and when closed it isolates the boiler bottom of the boiler. The shut-off function is for security and the non-return
Drain for Furnace
from the main steam line. A bypass line is fitted round the main steam stop function prevents steam/water from flowing into an empty boiler by mistake.
valve and this is equipped with a screw lift non-return valve. The bypass valve The furnace bottom is provided with a drain line connection for removing
enables the steam main to be slowly pressurised before opening the main stop the washing water used during boiler tube cleaning operations. The drain
Air Valve
valve when starting the steam system from cold. line empties the dirty washing water to the soot drain tanks. This system is
The air/ventilation valve located on top of the boiler is a shut-off valve. It described below in Section 2.2.5.
is normally closed except when the boiler is being filled, being completely
Feed Water Valves drained or when steam is being raised. The end of the drain pipe from the air
valve is visible so that it can be observed when water or steam is coming out. Water Level Control
Two groups of feed water valves are mounted near the top of the boilers, each
group comprises a shut-off valve and a screw-down non-return valve. The
The automatic water level control system comprises of a differential pressure
main feed water valves are used in conjunction with a level controller. The Heating Coils transmitter (DPT) for measuring the water level in the boiler and a regulating
auxiliary feed water valves provide a direct fill from the feed pumps and are
The water space of each boiler is equipped with a heating coil which allows one valve which acts on the main boiler feed water supply. The DPT produces a
closed during normal running of the boiler. The auxiliary feed water valves
boiler to be heated, or kept warm, if the other boiler is operating. The heating signal which is proportional to the water level in the boiler. This signal is sent to
are normally only used when the level controller fails. The feed water valves
coils are equipped with a safety valve (C26) which opens at 10.0kg/cm2. the boiler control system which adjusts the feed water regulating valve position
should be closed when the boiler is not in use.
to maintain the correct water level in the boiler. The feed water regulating valve
actuator is a pneumatic diaphragm type, with the actuator mounted above the
valve. The valve position is set according to the air pressure acting on the
diaphragm.

A second independent float operated switch serves as a safety device for The total consumption of air needed for complete combustion is supplied by supervision of the oil flame in connection with a photocell when the burner
the boiler if the water level becomes too low. The float switch continuously the forced draught fan which is mounted on top of the wind box. The atomising is running in manual mode. The flame safeguard has no function when the
monitors the water level in the boiler and operates, via the control system, to air represents approximately 10% of the total air required for the combustion. burner is running in automatic mode. In the event of non-ignition of the flame
shut down the burner and trip the fuel shut-off valves. The remaining 90% represents the air required for combustion. The atomising or loss of flame during burner operation, the supply of fuel is interrupted
air is also used to direct the cone of oil into the combustion chamber and a swirl instantaneously. The unit can be reset by pushing the reset button on the flame
The feed water is normally supplied to the boiler through the automatic feed ring is fitted in the cup shroud which will guide the atomising air in the same safeguard. Any flame signal is signalled by the indicator lamp.
water regulating valve, but it can also be supplied using a separate auxiliary rotating direction as the rotary cup.
line. The auxiliary feed line is used if the automatic regulator is inoperative and
Compressed Air System
requires manual control of the inlet valves to maintain the correct level.
Wind Box
Compressed air is supplied to the boilers to facilitate various control functions
The combustion air enters at the top of the wind box, passes the combustion and these include:
Feed Water and Feed Water Treatment
air dampers and a radial vane ring unit provided with fixed guide vanes. This
• Heavy fuel oil/waste oil changeover supply and return valve
Details of the feed water system and feed water treatment system are described construction ensures that the combustion air is evenly distributed and guided to
actuators
in Sections 2.3.2 and 2.3.3 respectively. the combustion air opening; the combustion air is led through the combustion
air opening by individually adjustable air vanes. Part of the combustion air • Burner fuel oil shut-off valve operation
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is also led through an adjustable tertiary air gap, making a balanced air flow • The fuel oil supply pressure control valve
Boiler Burner System through the swirler and combustion air opening.
• The feed water regulating valves
Each boiler is equipped with one rotary cup burner which is capable of burning • The steam main pressure reducing valve
marine diesel oil (MDO), heavy fuel oil (HFO) and waste oil (waste oil). As the Burner Fuel and Air Controls
burners are a vital component of the boiler’s plant, the operating staff should The operation of the burner fuel and combustion air process is handled by the • The steam dump valve.
be instructed in the operation of the equipment and the safety regulations. control system via the compound regulator. The combustion air dampers for
This is because burner problems are often caused by incorrect operation. atomising and combustion air are connected to the compound regulator by a The air is supplied from the control air service system at 7kg/cm2 pressure. A
With frequently occurring burner faults, the nearest service centre should linkage which ensures that the correct amount of combustion air is available in detailed description of the control air service system can be found in Section
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be consulted. To ensure a safe and reliable function of the burner it must be proportion to the oil quantity fired. Electric signals corresponding to the steam 2.10.3 of this manual.
inspected at least once a year, in addition to the normal maintenance intervals. pressure signals operate the servomotor which drives the compound regulator
The inspection should be carried out by a representative of the supplier or by in a continuous movement from minimum load to full load. Safety
another competent and qualified person. The main components comprise:
• Main burner Ignition Burner Flame failure during start-up and normal operation is detected by the photo
cells which are mounted on the burner unit and connected to the control
• Forced draught fan - combustion and atomising air The ignition system consists of a separate diesel oil burner which is inserted
system. A number of other safety devices protect the boiler, the burner and
• Wind box through the wind box. The ignition burner is supplied by a MDO system which
burner system and these include:
incorporates two supply pumps, with one pump normally in service to supply
• Ignition burner both boilers. The burner operates on the principle of mechanical pressure jet
atomisation. The diesel oil flame is ignited by an electric spark that is generated Description Function Set Point
• Fuel oil supply system
between two electrodes; the electrodes are connected to a high voltage ignition DPT low-low water level Shutdown -295mm
• Control system transformer. After the ignition period has expired, the diesel oil flow and DPT low water level Alarm -250mm
electrodes are switched off. The ignition burner must ignite the main burner DPT high/high-high water level Alarm +650mm
Rotary Cup Atomiser within the set ignition period or the flame failure alarm will be activated. The
Level switch low-low water level Shutdown -295mm
ignition burner fuel line is provided with a connection to the service air system
The principle of the rotary cup burner is based on atomising by centrifugal which is activated when the burner is not in service. The air supply serves to High steam pressure Shutdown 9.6kg/cm2
force. The atomising cup is driven at high speed by an electric motor through purge and cool the burner lance, ensuring that the nozzle is kept clean. Low steam pressure Alarm 5.0kg/cm2
V-belts and the oil is slowly passed at low pressure into the spinning cup. The
oil gradually moves forward down the cup by the centrifugal action of the cup, Low fuel pressure Shutdown 0.5kg/cm2
until it is thrown off the cup rim as a very fine uniform film. High velocity Flame Failure Equipment Low FO temperature Shutdown 75°C
atomising air is discharged around the cup and strikes the oil film, breaking it Flame failure during burner start-up and normal operation is detected by two High FO temperature Shutdown 110°C
up and converting it into a mist of fine particles which are introduced into the photoelectric cells which are mounted on the burner unit. If the photocells Low waste oil pressure Shutdown 0.5kg/cm2
combustion zone and burned. detect a missing flame the burner is stopped immediately and it is not possible High waste oil temperature Shutdown 110°C
to restart the burner until the control system has been reset. With this type of High water content in waste oil Shutdown 15%
detector the radiation of the oil flame in the visible band of the light spectrum
is used to generate a flame signal. The flame safeguard is designed for the Atomising (primary) air pressure low Shutdown 30mbar

Description Function Set Point Fuel Oil Supply System located in each HFO/DO return line from the burners to the HFO pumps; this
valve operates to shut off the return line to the HFO pumps when the boiler is
Combustion (secondary) air pressure low Shutdown 20mbar
The auxiliary boilers are capable of burning diesel oil (DO), heavy fuel oil operating on waste oil.
Flame failure Shutdown (HFO) and waste oil. HFO is normally used and this is supplied from the port
Power failure Shutdown HFO settling tank. The fuel is supplied to both boiler burners by the boiler FO The waste oil system incorporates a sensor which monitors the water content
Burner unit ‘swung-out’ of furnace opening Burner blocked pumps, via a common fuel system. Two FO supply pumps are provided and of the waste oil. The sensor is located on the grinding pump discharge line and
High feed water salinity Alarm 30ppm fuel filters are located before each FO pump suction. One pump will normally is connected to the boiler control system; an alarm and burner shutdown are
be operating with the other on standby. A pressure switch located on the pump activated if the water content exceeds a preset value (15%).
High oil content in feed water tank Alarm
discharge manifold provides the start signal for the standby pump should the
duty pump fail to maintain the pressure. The fuel pump supply pressure is Burner Fuel Oil System
The high feed water salinity and high oil content in feed water alarms are
controlled by a pneumatically operated pressure control valve; excess fuel is
reported via the IAS. Other safety alarms, such fuel pump motor overloads, are Two solenoid controlled fuel valves are located after the fuel flow control valve
returned to the FO pump suction via the fuel oil mixing tank. For starting from
detailed below in Section 2.2.2. on the burner and these are activated during a normal burner ‘stop’ sequence.
cold and for operating the boilers when the HFO system is not functioning,
diesel oil is supplied to the boilers from the port DO service tank. A flow meter The valves are operated by compressed air which is supplied from the control
All safety equipment such as flame sensor equipment and sensing elements air system. One valve is a 3-way type and this operates at burner shutdown
is located in the fuel supply line to the fuel pumps, so that the amount of HFO
must only ever be replaced by qualified personnel. If any unexpected plant
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or DO consumed can be measured. to switch the fuel supply to back to the fuel mixing tank and the FO pump
behaviour, deterioration or similar event should occur, giving rise to any doubt suction. The second valve is a shut-off type and this is located after the 3-way
as to the continued safety of the plant, the matter should be reported at once to valve. A flow meter and manual shut-off valve are located immediately before
The HFO is heated before being supplied to the boiler burners and this is
the manufacturers for their advice. the burner.
achieved in the boiler FO heaters. Two heaters are provided, with one heater
usually in service; the heaters are supplied with steam from the vessel’s
WARNING 7.0kg/cm2 steam system. The fuel oil temperature is kept at the desired value To maintain the correct fuel and temperature and viscosity the burner is
Repair of any safety components is NOT permitted. Failure to comply by means of a control system, with a thermostatic control valve acting on the equipped with electric heating for use with HFO and waste oil. The heater is
could result in serious injury. steam supply to the heater. A temperature transmitter is located on the fuel oil controlled from the boiler control panels.
outlet from the heaters and`this is connected to the control system. All of the
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pipes are trace heated between the fuel tank outlet and the burner to maintain Two fuel pumps supply the ignition burner on both boilers and these are started
Boiler Controls the temperature of the HFO. and stopped by the boiler control system as required. Each pump is equipped
with a suction strainer and the supply line to the burners is provided with two
The boilers and burners are operated and controlled from the boiler control From the heaters the fuel passes to the boiler burner units via the HFO/waste solenoid operated shut-off valves. The purging air supply from the service air
panels which are located near the boilers. The control panels incorporate the oil 3-way changeover valve and the fuel flow control valve. The amount of fuel system is controlled by a solenoid operated shut-off valve.
switches for the operation of the boilers with light indicators for the indication oil supplied to the burner is regulated by the boiler control system. The control
of alarms and boiler functions. Each boiler has a control panel with a further system operates the fuel flow control valve actuator in order to achieve the
common panel. The control system features include: Burner Operating Instructions
correct firing rate. The fuel supply pressure is maintained at a constant value
• The safety device for the water level electrodes by the pressure regulating system described above. The boiler fuel system has The following section describes the normal burner operations with regard to
been described in detail in Section 2.6.3 of this manual. preparation for start-up on the selected fuel type, normal start/stop, change of
• Alarm indication and operation indication panels for water
level, steam pressure, the fuel oil system and the bumer fuel, etc. The boilers, burners, control system and additional equipment for
The waste oil is supplied to each boiler by a dedicated fuel system as shown the boiler plant will have been set up during the commissioning stage. All
• Reset button and emergency stop in illustration 2.2.1c. The waste oil transfer pump draws the waste oil from the descriptions refer to one boiler as the procedures are identical for both
• Control switches for the fuel oil pumps (start, stop and the incinerator waste oil service tank via the waste oil mill pump discharge boilers.
automatic) line. The waste oil transfer pump discharges the oil to the burner via a duplex
filter and heater. The heater is supplied with steam from the vessel’s 7.0kg/cm2
• The burner load controller and operation mode selector steam system and the waste oil temperature is controlled by regulating the Diesel Oil Mode
(automatic, manual and burner off) steam supply to the heater via the steam inlet valve. The waste oil temperature A description of the pipeline set-up required for DO operation can be found in
• The burner modulation mode selector for automatic operation is monitored by a temperature transmitter which is located on the heater Section 2.6.3 of this manual. The boilers will normally only be operated on DO
and manual operation outlet; the transmitter is connected to the boiler control system. The waste oil when flashing-up from cold with no steam supply available for HFO heating.
pipework is trace heated by small bore steam lines laid next to the pipes.
Local controls including starters for the fuel oil (FO) pumps, air fans, ignition
The waste oil supply pressure to the burner is regulated by a spring-loaded Heavy Fuel Oil Mode
system. A gauge and instrument board is also provided for each boiler. The
control system for the auxiliary boilers has been described in Section 2.2.2. valve which operates to return the excess waste oil to the incinerator waste The boilers are supplied from the port HFO settling tank; a description of the
oil service tank. A 3-way changeover valve is located near each burner to pipeline setup required for the HFO operation of the boilers can be found in
switch the fuel supply from HFO to waste oil. A second changeover valve is Section 2.6.3 of this manual.

Illustration 2.2.1c Auxiliary Boiler Fuel Oil Service System

Boiler Common Drain
Steam Steam System
Pressure Pressure Water
Fan Unit On Control Air To Incinerator Waste Oil
Burner
Service Tank (See Illustration 2.6.4a)
DP
PS PT PI
To Boiler
Atomising Air S S
Control Panel
DPS
Combustion Air PT PI
M
TT TS PS PI PI
PS From Incinerator
S S
TS PS TS Waste Oil Service Tank
M ZS From Boiler OF336F OF333F OF332F (See Illustration 2.6.4a)
Control Panel OF OF
ZS063 Waste Oil Transfer Pump
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TI PI 335F 334F
(2.82m3/h x 5kg/cm2)
TI TI
OF338F
Key
M
G206 Steam
G161 Marine Diesel Oil
G266 Waste Oil Heater
Control Air
Heavy Fuel / Waste Oil
S G215 OF337F
Service Air Air
No.2 Auxiliary Boiler S S To Fuel Oil Drain Tank
Steam
Burner Unit PI
No.2 Electrical Signal
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Set 16kg/cm2
PI
No.1
To Port Heavy
No.1 Auxiliary Boiler S S Auxiliary Boiler Diesel Oil Ignition Pumps Fuel Oil Settling
Burner Unit (0.06m3/h x 14kg/cm2) OF308F Tank
S
Service Air
G215 To Port Heavy
Control Air Fuel Oil Settling
Steam OF307F Tank Vent Pipe
G206
Auxiliary Boiler
TI PI
Fuel Oil Heaters
ZS M G20 Set 3.5kg/cm2
OF306F
M ZS062 AUTO
TS PS TS CH-VR Set 6kg/cm2
PS G29 No.1 ZI
S S BC030 From Port Diesel
S OF305F TI TI No.2 PI Oil Service Tank
M Atomising Air PT PI
(See Illustration
FI
OD046F
Combustion Air TT TS OF OF PS PI
OF077F
BC031 2.6.1c)
S S 303F 301F From Port Heavy
PS PT PI PI Fuel Oil Settling
OF OF No.1 OF071F OF070F OF069F
304F 302F Tank (See
TI TI Illustration 2.6.1c)
DP Control Air OF072F
Auxiliary Boiler Fuel Oil Pumps
Fan Unit On Control Air No.2 (2.0m3/h x 5kg/cm2)
Burner
Boiler Common Drain
Steam Steam System
Pressure Pressure Water To Fuel Oil Drain Tank

Waste Oil Mode a) To avoid damage to the oil pumps, the viscosity of the oil in the Procedures for Boiler Starting and Stopping
When burning waste oil in the boilers it is important to drain the incinerator port HFO settling tank should not exceed 380cSt. If necessary,
waste oil service tank in order to remove as much water and solid contamination the oil tank should be heated. Note: It is essential that the operator of the boiler plant understands thoroughly
as possible. The quality of the waste oil should be established before attempting the operating instructions of the burners and the control panels. The boiler
to burn it in the boilers. The waste oil tank should be heated to at least 80°C b) Check that the fuel oil heaters are ready for operation. operating manuals provide full details of the burners and control panels. To
and the waste oil should be circulated using the grinding pump in order to mix ensure a safe and reliable operation of the boiler plant, all operation and/or
the constituent parts of the tank thoroughly. The supply pressure of the oil to c) Check that the tracing systems for the oil system and the burner maintenance of the boilers must be carried out only by skilled personnel who
the burners should be adjusted according to the calorific value of the waste units are operational. Care must be taken to avoid supplying know the boiler plant thoroughly.
oil; if the calorific value is high the pressure should be decreased in order to trace heating to sections of pipes which are closed at both
decrease the flow. A description of the pipeline set-up required for the waste oil ends. When the boilers are started, the firing rates advised by the manufacturer must
operation of the boilers can be found in Section 2.6.3 of this manual. be strictly observed to prevent over-strain of the boiler material by quick and
d) Check the heavy fuel oil temperature. The viscosity of the oil at uneven temperature rises. It might be necessary to perform a number of start
the burner should be between 15 and 20cSt. and stop sequences during the raising of steam from a cold boiler condition.
Note: The quality of the waste oil should be established before attempting to
burn it in the boilers. Properties such as specific gravity, calorific value and
Change from Heavy Fuel Oil to Marine Diesel Oil Operation
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flashpoint should be measured if possible. Procedure for Preparing the Auxiliary Boiler for Starting from
A description of the pipeline set-up required for DO operation can be found Cold
Normal Start/Stop in Section 2.6.3. When changing over to DO operation, limit switches on the
fuel oil changeover valves (OD046F and OF069F) at the fuel pump suction are a) If any maintenance has been carried out on the boilers, a
The control system automatically starts, stops, and regulates the burners during
activated. The limit switches are connected to the boiler control system which thorough inspection must be made to ensure the furnace, steam
normal boiler operation depending on the steam demand. When the steam
makes the appropriate changes to the heater controls and alarm system. The and water spaces are clear of foreign matter.
pressure is below the set point for operation, the burner commences the start-up
fuel type is indicated on the boiler control panels. The steam supply to the trace
sequence. The control system will then attempt to maintain the steam pressure
heating system and the burner heater should be turned off when the boilers are b) All gas side-heating surfaces must be clean.
at the desired set point by regulation of the burner. The burner can be regulated
operating on DO.
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through the complete load range from minimum firing to full load. Should the
steam demand decrease below the minimum firing load of the burner, the steam c) The furnace bottoms and the burner wind boxes are to be clear
pressure will increase to the set point for burner stop. The burner then stops and CAUTION of oil and other debris.
remains so until the set point for burner operation is reached again. The boiler The heating of marine diesel oil in the pipework system must be
start-up and stop sequences are described below in Section 2.2.2. avoided. d) Ensure that all personnel are clear and all manhole covers are
securely tightened.
The boilers can be operated as isolated units, with one boiler supplying Change of Heavy Fuel Oil Bunker Quality
the system, or in parallel with both boilers operating to supply the steam e) Inspect the safety valves and see that the gags have been
system. When operating in parallel, one boiler is designated as the ‘master’ If the heavy fuel oil bunker quality is changed and the calorific value of the oil removed and the easing levers are in good condition.
and the second as the ‘slave’. In this configuration the master boiler operates changes, the air/fuel ratio should be adjusted to obtain the correct combustion
automatically as described above and the slave boiler starts when the master data. f) Open the root valves for all instruments and controls connected
burner load reaches 80% of maximum. The slave boiler is then stopped when to the boilers.
the master burner load falls to 25% of the maximum load. The boilers can also Changes to Waste Oil Burning
be operated in parallel with one boiler in automatic mode and one boiler in g) Open the air valve on the boiler top.
manual mode. A description of the pipeline set-up required for waste oil operation can be
found in Section 2.6.3. h) Open all pressure gauge valves and check that all of the valves
Note: The master and slave settings can be adjusted to suit the vessel’s on the pressure gauge piping are open.
When changing over to waste oil firing the fuel type switch is turned to the
operating conditions.
WASTE position. This will set both burner 3-way changeover valves for waste i) Check that the steam valves, scum valves and blowdown valves
oil operation and the control system will configure the control functions for are closed.
Change from Marine Diesel Oil Operation to Heavy Fuel Oil Operation waste oil.
The procedure for changing over from DO to HFO has been described in j) Open the feed water valves and fill the boilers with water so
Section 2.6.3, however, when changing over to HFO operation, the following Prolonged Stop approximately 25 to 50mm of water shows in the gauge glass.
points must be observed: The water level rises due to expansion when the boilers are
When the boiler plant is to be stopped for a long period of time, the fuel oil
heated (this is known as swell). If the temperature difference
supply system, including both heaters, should be flushed through and left filled
between the boilers and the feed water exceeds approximately
with DO. The trace heating steam and burner heater must be turned off.

50°C, the boilers must be filled very slowly. Refer to Section s) Check the main burner, burner interlock devices and the safety g) Set the ‘burner switch’ to the AUTO position. The burner will
2.3.2 for details regarding the feed water system. functions. The burner interlocks are detailed below in Section be automatically started according to the operation sequence.
2.2.2. Check that the furnace is purged before the ignition burner is
Note: When filling a boiler which is not under pressure, the shut-off valve lit.
after the feed water pump must be throttled. Procedure for Starting the Auxiliary Boilers from Cold and h) Check that the burner is in minimum firing position after
The chemical dosing of the feed water must be carried out in conjunction with Raising Steam on Marine Diesel Oil start-up and that the burner flame does not pulsate. Check the
filling the boiler; dosing must be according to the chemical manufacturer’s shape and colour of the flame and adjust the air and/or the fuel
instructions. The dosing system is described in Section 2.3.3. The procedure detailed below describes the operation of the No.1 auxiliary pressure if necessary.
boiler. As the fuel supply system has been set for DO operation the control
system will automatically configure the heaters and alarm system; no steam When raising the steam pressure from cold, care is needed to prevent damage
k) Check the water level in the water level gauges. Check the level
will be supplied to the heaters and the temperature alarms are not active. The due to thermal stress and the initial firing must be maintained at the lowest rate.
gauges frequently during the start-up process. The water level
burner will be set to automatic operation but with manual modulation. This When raising steam from cold the burner is normally on for 10 minutes and off
gauges should be blown down several times to ensure a correct
will ensure the lowest load setting to minimise the thermal stress on the cold for 10 minutes until the boiler is thoroughly warmed-through to a temperature
indication; compare levels with remote reading instruments.
boiler. of 100°C. This procedure should be carried out over a period of 2 hours. The
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water level gauges must be checked regularly to ensure the level does not rise
Note: Remote reading instruments may not be accurate until steam pressure a) Carry out the procedures detailed above to prepare the boiler too high through expansion.
is available. and fuel system for starting.
i) Check that the water level does not rise too high during the
l) Check that the water level control system is operational. b) Ensure that the ‘burner heater’ switch and ‘burner’ switch are pressure rising period. Drain water from the boiler via the
set to the OFF position. blowdown valves if the water level is too high.
m) Check that the igniter burner pump suction filters are clean. Line
up the igniter burner fuel oil supply valves and ensure the igniter c) Turn the power supply switches to the ON position on the
pumps are ready for operation. Note: The boiler pressure should be increased at a rate no greater than 1-2kg/cm2
common boiler panel, No.1 boiler panel and No.2 boiler panel. over 10 - 15 minutes during the start-up period.
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n) Check that the boiler FO pump suction filters are clean. Set the d) Set the control switches on the common section of the boiler
fuel oil supply system valves from the port DO service tank. j) Close the air valve when only steam blows out. A pressure
control panels as follows: reading of approximately 2.0kg/cm2 should be indicated on the
Refer to Section 2.6.3 for details of the fuel system.
• Ignition burner mode switch set to AUTO boiler pressure gauge before the air valve is closed.
o) Close the fuel oil mixing tank outlet valve, OF077F. • Boiler mode switch set to BOILER 1 AUTO/BOILER 2
MAN k) Check all covers such as manholes, hand-holes, and inspection
p) Open the fuel oil return valve to the port HFO settling tank, doors during the pressure raising period. Close the boiler
• Control voltage ON instrument valves to the gauge boards and open the connecting
OF308F. Start one of the fuel oil (FO) supply pumps and
discharge any heavy oil remaining in the fuel oil lines back to • HFO pump selector set to MAN pipe drain valves. Slowly crack open the instrument valves and
the port HFO settling tank. ensure the lines are clear. Close the drain valves and ensure the
e) Set the control switches for No.1 boiler as follows: gauges indicate immediately. Fully open the boiler instrument
q) Stop the fuel oil supply pump after all HFO has been discharged valves.
• Fuel selector switch set to HEAVY
to the HFO settling tank. Close the return fuel valve OF308F
to the port HFO settling tank and open the fuel oil mixing tank • Burner modulation switch set to MAN l) When the boiler’s steam pressure is approximately 2.0kg/cm2,
outlet valve, OF077F. This ensures that return fuel from the very slowly open the main steam stop bypass valve (C15) to
• Burner operation switch set to AUTO
boiler burners passes back to the fuel oil supply pump suction. heat-up and pressurise the steam system. The drain valves on
• Burner heater switch set to OFF the steam pipes and on steam headers must be open to remove
• Control voltage ON condensate when the steam lines are warming-through.
Note: Under normal circumstances the auxiliary boiler fuel oil system should
have been flushed through with diesel oil before shutdown.
f) Start one of the HFO pumps manually at the common control m) When the steam pressure is about 3.0kg/cm2, check the operation
panel. Check that DO is being circulated round the fuel system of the safety valves by using the easing gear. Care must be taken
r) Check the control air supply to the fuel pressure control valve.
at the correct pressure (5.0kg/cm2), then check the system for to open and close the valves quickly to prevent damaging the
Ensure that the valve is operating correctly. Set the fuel oil
leaks. discs and seats of the valves.
pressure to 5.0kg/cm2.
n) Open the valves to the steam consumers carefully to avoid water
hammer in the pipes.

o) Fully open the boiler’s main steam valve (C2) when the steam d) Set the ‘burner switch’ to the AUTO position. WARNING
lines have warmed-through and all condensate has been cleared
e) Replace the Auto Flame Scanner with the Manual Flame Due to the reduction in the control system monitoring functions when in
from the drains. Close the main steam valve bypass valve,
Scanner on the burner front. manual operating mode, visual monitoring of the boilers at all times is
C15.
particularly important.
p) Apply steam heating to the port HFO settling tank and raise the f) Start one of the HFO pumps and check that the HFO is being
temperature to 75°C. Ensure that steam is available to the fuel circulated round the fuel system at the correct pressure and Procedure for Burning Waste Oil in the Boilers
oil heaters, then open the heater inlet and outlet valves. temperature (5.0kg/cm2/95°C).
The procedure detailed below describes the operation of one boiler. It has been
When the HFO is of a sufficient temperature to be pumped by the boiler fuel g) Turn the ‘burner operation mode’ switch to the MAN position.
assumed that the boiler is in service with steam raised to full working pressure.
pumps, supply steam to the HFO heater and prepare to change over from DO The burner servo motor will be automatically forced to the
No attempt should be made to burn waste oil unless the boiler is thoroughly
to HFO firing. Apply trace heating steam to the HFO pipes and switch on the minimum position. The combustion air fan will then be started.
heated and the boiler is operating on HFO. All systems must be normal.
burner heater. Change the boilers to HFO firing as described in Section 2.6.3.
h) Push the ‘burner load’ INCREASE pushbutton to increase the
air damper setting to the maximum. Purge the furnace for at Note: The quality of the waste oil should be established before attempting to
q) When operating on HFO, check the stability of the flame. burn it in the boilers. Properties such as specific gravity, calorific value and
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least 60 seconds at maximum air flow.
Monitor the fuel oil temperature and ensure that it rises quickly flash point should be measured if possible.
to the normal operating temperature.
WARNING
a) Apply heating steam to the incinerator waste oil service tank
r) Select the HFO supply pumps for duty and standby. Failure to completely and thoroughly purge the furnace before lighting and raise the temperature of the tank contents to at least 80°C.
the burners can result in a furnace explosion. The waste oil service tank drain valves should be opened to
s) Change the burner to automatic modulation control when the remove any free water and sludge, OF422F and OF423F.
boiler pressure is 0.5 bar lower than the working pressure. When i) After purging the furnace, press the ‘burner load’ DECREASE
the boiler has attained normal operation, check that the water pushbutton to reduce the combustion air damper setting back to b) Start the grinder pump from the boiler control panel common
level control system and the gauge board functions are fully the minimum.
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section and circulate the oil through the pump to mix the tank
operational. contents thoroughly. Refer to Section 2.6.3 for details of the
j) At the manual operation box, press the IGNITION pushbutton.
waste oil system. Allow the pump to run for at least one hour.
Once one boiler is in service and supplying steam the second boiler can be This will cause the ignition burner to operate. If the ignition
Check the water content of the waste oil on the monitor at the
warmed-through by applying steam to the heating coil. Steam heating is burner flame is satisfactory, press the OIL VALVE pushbutton
boiler control panel common section.
applied from the main steam line via inlet and outlet valves C24 and C25. whilst holding in the IGNITION pushbutton.
k) Allow 5 seconds for the main burner flame to become established c) Set the waste oil transfer pump, heater and burner system valves
Procedure for Manual Operation of the Auxiliary Boilers and then release both pushbuttons on the Manual Operation according to the instructions detailed in Section 2.6.3. Start the
box. waste oil transfer pump at the boiler control panel common
The procedure detailed below describes the steps necessary to change the section and circulate the waste oil through the heater and burner
burner to manual operation. The procedure assumes that the No.1 auxiliary l) If the main burner fails to light, repeat the procedure above from system back to the incinerator waste oil service tank. Check
boiler is operating normally on HFO but is required to be used in the manual h). that the waste oil temperature after the heater is 95°C, adjust at
mode. the temperature controller on the boiler control panel common
m) In the manual operating mode the burner is stopped by setting section if required. Apply steam to the waste oil trace heating
a) Turn the ‘burner switch’ to the OFF position. This will stop the the ‘burner operation mode’ switch to the AUTO position. lines.
burner.
When the boiler is in manual control the safety shutdown functions are limited d) Set the burner modulation switch to the MAN position and
b) Set the control switches on the common section of the boiler to: ensure that the burner load rate is set to the minimum position.
control panels as follows: • Low-low water level
e) If the temperature and water content of the waste oil are
• Boiler mode switch set to BOILER 1 MAN/BOILER 2 • High steam pressure satisfactory, set the fuel type selector switch for the required
AUTO
• Burner swung out boiler to the WASTE position. The HFO/waste oil 3-way valves
• HFO pump selector set to MAN will operate and waste oil will be supplied to the burner.
• Combustion air fan overload
c) Set the ‘burner modulation’ switch set to MAN on No.1 boiler • Burner motor overload
control panel.
• Flame failure

Note: The HFO pumps should be left running, as this will ensure that the CAUTION If the boiler low water level shutdown operates whilst the burner is in use, shut
HFO system is ready for service when the operation on waste oil is complete. the feed water filling valves, the main steam stop valve, stop the combustion
Do not attempt to cool the boiler furnace by using the combustion air
The HFO supply system temperature should be carefully monitored at all air fan and shut the burner down completely.
fan, as over-cooling the boiler will cause thermal shock. Blowing down
times. the hot water and refilling with cold feed water will also cause thermal
shock and is to be avoided. CAUTION
f) Monitor the burner system throughout the start-up sequence and Do not attempt to fill the boiler with cold feed water until the boiler has
during firing. Ensure that the flame is stable and no black smoke cooled sufficiently to prevent damage through thermal shock.
e) Flush the fuel system through with DO, then stop the FO pumps.
is generated, only increase the firing rate if the combustion
The procedure for changing over to DO is described in Section
process and conditions will allow.
2.6.3. Flame Failure
g) When the operation on waste oil is complete, set the fuel type In the event of a flame failure alarm, the fuel oil shut-off valve to the burner
f) Stop the feed water pumps and close the feed water valves. will be activated. The furnace must be purged prior to attempting to relight the
selector switch to the HEAVY position.
burner.
g) Close the main steam valve.
h) Set the burner modulation switch to the AUTO position. The
burner will return to HFO firing and normal operation. The CAUTION
SAMSUNG
procedures regarding the fuel system are described in Section Shutting Down the Boilers in an Emergency Never attempt to relight a burner by using the hot surfaces in the
2.6.3. furnace. Always use the ignition burner.
The boiler must be taken out of service immediately if:
i) Shut off the trace heating on the waste oil lines.
• Parts of the boiler show signs of overheating. Fire Inside the Casing
• Substantial loss of water is noted. Raise the alarm and shut off the oil supply to the burners immediately. Stop
Procedures for Normal Boiler Shutdown
• The feed water system is unable to provide the necessary the combustion air fan and close the air dampers. Attempts to extinguish the
amount of feed water, eg, due to failure of feed pumps or the fire should only be made if access to the seat of the fire can be gained without
Note: When the boiler is shut down, sudden temperature and pressure drops
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feed system. significantly increasing the oxygen supply.
should be avoided as they might expose mountings, pipelines and the boiler’s
structure to damaging temperature gradients. • The safety valves cannot function.
Failure of Combustion Air Fan
• If steam or moisture is coming out of the casing.
a) When minimum load is obtained, stop the burner by switching In the case of a failure of the combustion air fan the oil supply to the burner
the ‘burner’ switch to the OFF position on the Burner Control • Oil is detected in the feed water. is stopped automatically by the alarm system activating the fuel oil shut-off
Panel. valve.
If an emergency shutdown must be carried out, the fuel supply should be
b) Ensure that the combustion air fan operates for a short period to stopped. The main steam valve should be closed gradually and the boiler
slowly cooled. The safety valve easing gear must not be operated. Smoke
purge the furnace of combustible gases.
Care must always be taken to avoid the emission of black smoke. The risk can
c) Keep the water level so that 50mm is visible in the gauge CAUTION be reduced by ensuring the fuel burning equipment is maintained correctly,
glass. The classification society and statutory authority must be informed, and that the optimum fuel/air ratio is used and that the correct fuel temperature is
the boiler must not be used until approval from these authorities has maintained. When burning HFO the control system will give a warning if the
If the boiler is being shut down because the exhaust gas economiser is in been obtained. fuel temperature is incorrect.
operation. then the ‘burner’ switch can be left in the AUTO position to ensure
that the boiler will start during periods of high steam demand. However, if
the boiler is being shut down for maintenance, then the following additional Water Level Low
procedures should be adopted. If the water level drops to 250mm below the normal operating level due to
a failure of the feed water supply system, the low level alarm on the boiler
d) Allow the boiler pressure to fall as the boiler cools, and when control panel will be initiated. At the same time a signal is sent to the machinery
the pressure reaches about 1.0kg/cm2, open the air vent valve. monitoring and alarm system which activates an audible and visible alarm in
the engine room. If the level continues to fall to 295mm below the normal
operating level, the fuel oil shut-off valve closes, stopping the fuel supply to
the boiler burner.

Procedure for Boiler Blowdown f) Clean and grease the bearings of the burner cup and drive motor.
The manufacturer’s instruction manual should be consulted for
The blowing down of the boiler water and replenishment with fresh water is of maintenance details to the unit.
vital importance to reducing the concentration of dissolved solids in the boiler
water to satisfactory levels for safe operation. The decision to blow down the g) Clean and grease the damper bearings.
boiler will be the result of chemical analysis of the feed water.
WARNING
a) Check with the bridge that it is safe to blow the boiler down. It is of extreme importance that the boiler is NOT operated without
water supply when the oil burner is in operation. Boiler damage and
b) Open the ship’s side blowdown valves, SB300F and SB301F. danger to personnel will result.
c) If the boiler level is high, slowly open the scum valves C5 and
C6 to reduce the level. This will help to remove any solids from
the surface of the boiler water.
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d) Close the scum valve and open the boiler blowdown valve
groups, C7 and C8. The level in the gauge glass must be
constantly observed in order to prevent excessive loss of water
from the system; the water level must always be showing in the
gauge glass.
e) Test the boiler water chemical concentration and adjust if

necessary.
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Stopping the Boiler for Repair or Inspection
CAUTION
In normal service, the stopping of the boiler for repair or inspection will
be pre-arranged to allow for the gradual reduction in steam pressure
and a cooling down period to prevent undue thermal shock. The steam
pressure should be allowed to fall before blowing the boiler down and
care taken during the blowdown period. The air vent valve should be
opened when the pressure reaches about 1.0kg/cm² and remain open.
Personnel opening the shell inspection doors should stand well clear
when doing so, especially when opening a second door, as air flow
through the boiler may cause the emission of hot vapours remaining
inside which can cause injury.
a) Stop the boiler as described for normal boiler shutdown.
b) Clean the boiler tubes of soot by water washing.
c) Check the furnace and smoke tubes for deposits and damage.
d) Empty the water from the boiler and clean it. Check for signs of
limestone deposits.
e) Check and clean the outer fittings. Change joints and valve
packing where required.

Illustration 2.2.2a Auxiliary Boiler Local Control Panel
BOILER BOILER COMMON COMMON BOILER BOILER

SECTION 2 SECTION 1 SECTION SECTION SECTION 2 SECTION 2
PROCESS PROCESS
CONTROLLER NO.1 BLR NO.1 BOILER CONTROLLER NO.2 BLR
INDICATION PANEL ALARM PANEL WATER LEVEL INDICATION PANEL ALARM PANEL INDICATION PANEL ALARM PANEL NO.2 BOILER
STEM PRESS WATER LEVEL STEM PRESS
1 2 3 OK 1 2 3 OK
SELCO
BURNER HEATING ON BURNER MOTOR ON
FUEL OIL WATER OIL BOILER 1: MASTER
M4700
SET POINT MASTER BURNER STOP

BURNER HEATING ON BURNER MOTOR ON
1 1 BOILER 2: SLAVE
1 1 1 1
TEMPERATURE TEMPERATURE
HEAVY OIL OPERATION COMBUSTION AIR FAN ON OVERLOAD BURNER MOTOR TRIP LOW STEAM PRESSURE - COMMON LINE HEAVY OIL OPERATION COMBUSTION AIR FAN ON OVERLOAD BURNER MOTOR TRIP
BOILER 1: MASTER
WASTE OIL OPERATION IGNITION SIGNAL ON
2 OVERLOAD COMBUSTION AIR FAN TRIP 2 BOILER 2: SLAVE IGNITION OIL PUMP 1 RUN 2 OVERLOAD IGNITION OIL PUMP 1 2 WASTE OIL OPERATION IGNITION SIGNAL ON
2 OVERLOAD COMBUSTION AIR FAN TRIP 2
3 TOO LOW WATER LEVEL TRIP 3 CONTROLLER CONTROLLER BOILER 1: AUTO
BOILER 2: MAN
IGNITION OIL PUMP 2 RUN 3 OVERLOAD IGNITION OIL PUMP 2
3 3 TOO LOW WATER LEVEL TRIP 3
4 LOW WATER LEVEL ALARM 4 BOILER 1: AUTO
FUEL OIL PUMP 1 RUN
4 HIGH TEMPERATURE FUEL OIL PREHEATER
4 4 LOW WATER LEVEL ALARM 4
BOILER 2: MAN
5 HIGH WATER LEVEL ALARM
5 1 2 3 OK 1 2 3 OK 5 HIGH TEMPERATURE WASTE OIL PREHEATER 5 5 HIGH WATER LEVEL ALARM
5
FUEL OIL PUMP 2 RUN
6 TOO HIGH WATER LEVEL ALARM 6 6 AUTO STAND BY FUEL OIL PUMP STARTED 6 6 TOO HIGH WATER LEVEL ALARM 6
KS 42-1 universal KS 42-1 universal
SAFETY INTERBLOCKS OK
7 TO HIGH STEAM PRESSURE TRIP 7 WASTE OIL PUMP RUN 7 HIGH WATER CONTENT IN WASTE OIL 7 SAFETY INTERBLOCKS OK
7 TOO HIGH STEAM PRESSURE TRIP 7
8 LOW STEAM PRESSURE ALARM 8 DIESEL OIL OPERATION 8 LOW PRESSURE WASTE OIL-STOP PUMP 8 8 LOW STEAM PRESSURE ALARM 8
AUTOMATIC OPERATION AUTOMATIC OPERATION
9 HIGH STEAM PRESSURE ALARM 9 9 LOW LEVEL MIX TANK 9 9 HIGH STEAM PRESSURE ALARM 9
FUEL OIL OPERATION
MANUAL OPERATION
10 10 10 HIGH LEVEL MIX TANK 10 MANUAL OPERATION
10 10
OIL VALVE ON OIL VALVE ON
POWER POWER POWER
ON ON ON
LAMP TEST SELCO RESET TEST ALARM KS 42-1 universal KS 42-1 universal
SELCO RESET TEST ALARM LAMP TEST SELCO RESET TEST ALARM
LAMP TEST
Operating Instructions for Burner Operating Instructions for Burner
WATER CONTENT IN
LOAD CONTROLLER
WASTE OIL
ALARM PANEL ALARM PANEL ALARM PANEL
1 2 3 OK
ALLBORG
OK
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1 BURNER SWING OUT TRIP 1 1 OVERLOAD GRINDER PUMP 1 1 BURNER SWING OUT TRIP 1
2 HIGH OIL TEMPERATURE TRIP 2 2 OVERLOAD WASTE OIL PUMP 2 2 HIGH OIL TEMPERATURE TRIP 2
3 LOW OIL TEMPERATURE TRIP 3 3 HIGH OIL TEMPERATURE ALARM 3 3 LOW OIL TEMPERATURE TRIP 3
4 LOW COMBUSTION AIR TRIP 4 4 LOW OIL TEMPERATURE ALARM
4 4 LOW COMBUSTION AIR PRESS TRIP 4
5 LOW ATOMISING AIR PRESS TRIP
5 5 5 5 LOW ATOMISING AIR PRESS TRIP
5
KS 42-1 universal
6 FLAME FAILURE TRIP 6 6 6 6 FLAME FAILURE TRIP 6
7 LOW OIL PRESSURE TRIP= 7 7 7 7 LOW OIL PRESSURE TRIP 7
8 8 8 8 8 8
9 9 9 9 9 9
10 10 10 10 10 10
POWER POWER POWER

ON ON ON
SELCO RESET TEST ALARM SELCO RESET TEST ALARM SELCO RESET TEST ALARM
SELECTOR SELECTOR
FOR FUEL FOR FUEL
OFF ON OFF ON
HEAVY HEAVY
CHEMICAL BURNER BURNER HEATING CONTROL FUEL OIL FUEL OIL IGNITION BOILER CONTROL CHEMICAL BURNER BURNER HEATING CONTROL
BURNER MODULATION OPERATION ON BURNER VOLTAGE BURNER MODULATION OPERATION ON BURNER VOLTAGE
PUMP 1 PUMP 2 DOSING ON
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DOSING ON BURNER MODE VOLTAGE
OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON
HEAVY HEAVY
INCREASE/DECREASE WASTE OIL GRINDER GE N INCREASE/DECREASE
LAMP TEST FUEL OIL FUEL OIL ER LAMP TEST
BURNER LOAD PUMP PUMP BURNER LOAD
PUMP 1 PUMP 2
EM
LAMP TEST
CY
STOP
MAIN SUPPLY SUPPLY MAIN MAIN SUPPLY

SWITCH ON ON SWITCH SWITCH ON

2.2.2 Boiler Control Systems • Burner modulation: AUTOMATIC/MANUAL Common Panel Section
• Burner operation mode: AUTOMATIC/MANUAL The common control panel section is located between the No.1 and No.2 boiler
Introduction panels. The panel is equipped with two alarm displays and an indicator display.
• Burner heating control: ON/OFF
The common panel incorporates the controllers for heavy fuel oil and waste
The boiler control system is designed to provide the safe and functional • Burner load control (for manual operation): INCREASE/ oil temperature; a similar controller is provided for the load control function.
operation of the two boilers with the general design comprising: DECREASE These controllers are described below. In addition, the waste oil water content
• Chemical dosing pump control: ON/OFF system controller is located on this panel, together with selector switches for
• The main boiler control panel located at the boilers boiler and fuel pump control. These switches include:
• Burner emergency operation panels at the boilers • Control voltage: ON/OFF
• Emergency Stop
• Local starter boxes for the various fuel oil pumps • Lamp test
• HFO/DO supply pumps: OFF/MANUAL/STANDBY
The IAS screen mimics display the boiler pressure, water level and other boiler The water level controller is an Aalborg KS42-1 PLC type process controller • HFO/DO supply pump control: START/STOP
operating parameters in the ECR. The mimic diagrams show the boiler and that has been shown in illustration 2.2.2b. This type of unit is also used for
• Waste oil transfer pump control: START/STOP
economiser feed water system and the steam main status, together with the controlling the HFO and waste oil temperatures and the burner load.
• Grinder pump control: START/STOP
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boiler fuel system and burner conditions.
An additional boiler alarm panel has been provided which has LEDs to display
• Ignition burner fuel pumps: PUMP1/PUMP2/AUTOMATIC
alarms as follows:
Main Boiler Control Panel • Burner swung out (trip)
• Boiler plant operating mode: (1. No.1 Master, No.2 Slave), (2.
No.1 Slave, No.2 Master), (3. No.1 Auto, No.2 Manual), (4.
The main boiler control panel is as shown in illustration 2.2.2a and is equipped • High and low fuel oil temperature (trip) No.1 Manual, No.2 Auto).
with the necessary control functions to facilitate the automatic operation of the • Low combustion and atomising air pressure (trip) • Control voltage: ON RESET/OFF
boilers, burners and fuel supply systems. The control functions include:
• Flame failure (trip) • Lamp test
• Burner load control
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• Low fuel oil pressure (trip)
• Water level control The alarm display reports alarms which relate mainly to the fuel oil systems.
• Low-low and low water level (trip and alarm) These alarms are:
• Heavy fuel oil temperature control
• High-high and high water level (alarm) • Heavy oil heater high temperature
• Waste oil temperature control
• High and low steam pressure (alarm) • Waste oil heater high temperature
• Waste oil water content monitoring
• Burner and combustion air fan motor overload (trip) • HFO/DO standby pump automatically started
• HFO/DO fuel pump, waste oil transfer pump, grinder pump, and
ignition burner fuel pump control • High water content in waste oil
The alarm displays are equipped with reset/acknowledge and lamp test
pushbuttons. • Low waste oil pressure, stop pump
The control panel also incorporates indication for the boiler and burner
operating functions and alarms. The panel is divided into three sections and • Low and high level in fuel oil mixing tank
The indicator display shows when the following burner functions and operating
these are; modes are active: • Ignition pump No.1/No.2 overload
1. No.1 boiler • Burner heating on • Grinder pump overload
2. No.2 boiler • Heavy oil operation • Waste oil transfer pump overload
3. Common section • Waste oil operation • Common steam line low pressure
• Burner motor running
No.1 and No.2 Boiler Panel Sections The alarm displays are equipped with reset/acknowledge and lamp test
• Combustion air fan running pushbuttons.
No.1 and No.2 boiler sections are identical and each comprises the water
level controller, an indication display and alarm displays. The panels are also • Ignition signal on
The indicator display shows when the following burner functions and operating
equipped with various selector switches for burner operating functions and • Safety interlocks OK modes are active:
these include:
• Automatic operation • Boiler master/slave status
• Fuel selector: HEAVY/WASTE
• Manual operation • Boiler automatic/manual status
• Burner control: OFF/AUTOMATIC
• Burner oil valve open

Illustration 2.2.2b KS42-1 Boiler Process Controller

Operating Structure
3 Seconds Twice
Entry of password is
necessary before
changes of settings
Operating
can be executed.
Level
Parameter 1st Alarm/Error

Level. (Only displayed if
any alarm
KS4-1 Process Controller has occurred)
Set Point:
SP.2 (Set Point 2) or Status of Switching Outputs
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SP.E (External Set Point)
Lit with Limit Value 1
Set Point Gradient Effective not Exceeded
1 2 3 OK 2nd Alarm/Error
Configuration etc
Process Valve Display
Level.
Manual/Automatic Switchover: SPx
Off: Automatic
On: Manual run
Flashing: Manual Set Point
Err
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Programmer or Timer Running Extended operating
Calibration level 1st adjustable
Self-tuning Active Up/Down Keys: Level.
Changing the Set Point parameter
or the Controller Output Valve
Entry in Error List
Enter Key:
Calls Up Extended
Operating Level/Error List
KS 42-1 universal
PC Connection for
Blue Control
Extended operating
level 2nd adjustable
parameter etc
Switching Between
Automatic/Manual
Enter the level and setting Change to next alarm/error.

possibilities one by one. Change to next adjustable
Return to operating level parameter.
at the end. Return to operating level
3 Seconds at the end.
Enter the levels.
Return to the beginning Acknowledge alarms/errors.
of a group. Adjustment of parameter
settings.
Change between groups
when “donE” is displayed. Return to operating level
Adjustment of settings. in automatic or manual
mode.

• Set point master burner stop Operating Level Calibration Level
• Ignition burner fuel pump running The operating level is the normal user level and in the operation level the set The calibration level function is not used in boiler applications.
point of the controller can be adjusted by using the arrow keys. The operating
• HFO/DO fuel pump running
mode of the controller is changed between manual and automatic using
• Waste oil pump running the AUTO/MAN key. When in manual mode the controller output signal is Burner Emergency Control Panel
• Grinding pump running adjusted by use of the arrow keys and the output signal is displayed in the lower
line of the screen. The controls incorporated on the burner emergency control panel allow the
• Diesel oil operation operator to light the main burner manually using the ignition burner. The
By pressing the ENTER key twice when in the operating level the system controls include two pushbuttons which are mounted on the boiler burner
• Heavy fuel oil operation
scrolls to the first alarm or error (when an alarm or error is active). Pressing the front:
ENTER key again scrolls to the second alarm/error; the arrow keys are used to • IGNITION: Actuates the ignition burner system and will start
KS42-1 Process Controller acknowledge alarms and errors. An error list is detailed in the manufacturer’s the ignition burner.
manual together with possible causes and remedies. The ‘Err’ LED indicates
Analogue signals are fed into the process controllers from the sensors located • OIL VALVE: Opens the main burner oil valve.
the status of any alarm/error as follows:
on the boiler plant (temperature sensors on the fuel system and the steam
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pressure sensor). These signals are compared to the adjustable set point in Blinking: Alarm due to existing error
Fuel Oil Pump Local Starter Panels
the process controller. The process controller processes the input data and an Lit: Error removed, alarm not acknowledged
The HFO/DO pumps, ignition fuel pumps, waste oil transfer pump and grinder
electric signal is generated and sent to the regulator which controls the process
Off: No error, all alarms deleted pump are all equipped with local starter boxes. The HFO/DO pump starter box
(steam inlet valve or the burner load controller).
is equipped with switches to allow the duty and standby pump to be selected.
If no alarms or errors are present, pressing the ENTER key scrolls to the from the boiler panel or from the IAS screen.
A number of functions are filed in the program memory of the controller. These
extended operating level, and the first adjustable parameter is displayed. The
functions define the instrument function and are activated from the memory
adjustable parameters are changed by using the arrow keys. Pressing the
by structuring and configuration. The structuring and configuration of the Operating Modes
ENTER key scrolls to the next adjustable parameter and returns the system to
processes of the controller are factory set.
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the operating level when scrolling the adjustable parameter list is completed.
The operator returns to the operating level in automatic or manual mode by The boiler plant can be operated in two different modes:
The operator’s interface with the controller comprises of a display screen, LED
pressing the AUTO/MAN selector key. The effects of adjusting the parameters
indicators and pushbuttons. The screen has two lines and the upper line always
are detailed in the manufacturer’s manual. Normal Start/Stop Mode
displays the process value. The lower line displays information according to
the ‘level’ (menu) selected by the operator; the display changes cyclically The control system automatically starts, stops and regulates the burners during
between description and value. The pushbutton functions include: Parameter Level normal boiler operation, according to the steam demand. The auxiliary boilers
• Manual/automatic controller mode changeover key The parameter level is accessed by pressing the ENTER key for three seconds. can operate independently or in parallel in a master/slave configuration. The
The parameter list is scrolled using the ENTER key and adjustments to the description refers to a single boiler, as each boiler will operate and be controlled
• Up/down keys: used for changing the set point or controller in the same way. When the steam pressure is below the set point for operation,
parameter values are made using the arrow keys. A password must be entered
output value the burner commences the start-up sequence. The control system will then
before adjustments can be made. To return to the beginning of the parameter
• The ENTER key: used to move through the menu levels group the ENTER key is pressed for 3 seconds. The system returns to the attempt to maintain the steam pressure at the desired set point by regulation
operating level if no key is pressed for 30 seconds. of the burner. The burner can be regulated through the complete load range
The LEDs display information which includes; from minimum firing to full load. Should the steam demand decrease below
the minimum firing load of the burner, the steam pressure will increase to the
• The operating mode (automatic or manual) Configuration Level set point for the burner stop. The burner then stops and remains so until the set
• Input and output states The configuration level is accessed from the parameter level by pressing the point for burner operation is reached again.
• System errors ‘down’ arrow key when ‘donE’ is displayed in the lower line of the screen.
‘donE’ will be displayed after scrolling all items in the parameter list. The When operating in parallel, one boiler is designated as the ‘master’ and the
configuration list is scrolled using the ENTER key and adjustments to second boiler as the ‘slave’. In this configuration the master boiler operates
The operating structure of the process controller consists of four main levels:
configurations are made using the arrow keys. automatically as described above and attempts to maintain the steam load. If
• Operating the load on the master boiler exceeds 80% the slave boiler is started and the
• Parameter In the case of faulty configuration, the process controller can be reset to boilers share the steam load. With both boilers in operation if the load on the
the default condition by depressing both arrow keys during power-up. The master boiler reduces to 25% of maximum load the slave boiler is stopped.
• Configuration controller reset to default is signalled by ‘FACtorY’ being displayed in the
• Calibration lower line of the screen. The controller then returns to normal operation.

Illustration 2.2.2c Burner Control Sequence
A t11 t1 t12 B C t6 D
Activity
a
1 b
t7 t3 t4
a
2 b
a
3 b
Description of Switching Times

4
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No. Description Time(s)
a t1 Pre-purge time with open air damper 37.5
5 b
t2 Safety time 2.5
t16 t2’ Safety time or first safety time with burners using pilot burners 5
6 t3 Pre-ignition time, short (ignition transformer on terminal 16) 5
t3’ Pre-ignition time, long (ignition transformer on terminal 15) 2.5
a t4 Interval between start of t2 and release of the valve at terminal 19 12.5
7 b t4’ Interval between start of t2’ and release of the valve at terminal 19 15
t2 t20 t5 Interval between end of t4 and release of the load controller or valve at terminal 20 12.5
a t6 Post-purge time (with M2) 15
8 b
t3’ t4’ t9 t7 Interval between start command and voltage on terminal 7 (start delay time for fan motor M2) 2.5
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t8 Duration of start-up sequence (without t11 and t12) 78
a
9 t9 Second safety time with burners using pilot burners 5
b
t2’ t5 t10 Interval from start-up to beginning of air pressure check without running time of the air damper 10
a t11 Running time of air damper into OPEN position Optional
10 b t12 Running time of air damper into low flame position (MIN.) Optional
t13 Permissible after-burn time 15
a t16 Interval until OPEN command for the air damper 5
11 b t20 Interval until self-shutdown of the sequence mechanism (not with all burner controls)
t10 t13
a
12
b
a
13
b
a
14
b
t8

Manual Mode During start-up the control unit operates the burner in a prefixed start-up • A-B: Start-Up
sequence. In the event of a fault occurring during start-up or in normal
When a boiler is operated in the manual mode the burner can only be started After a time delay the combustion fan starts to run. After a
operation, the fuel supply is instantaneously interrupted and the control unit
and lit by the operating engineer at the burner emergency control panel. All second time delay the air damper opens. When the air damper
stops the burner motor. The cause of the lock-out is shown in the viewing
functions such as purging of the furnace, must also be performed manually. is fully open the pre-purge time begins. During the pre-purging
window of the control unit; a fault lamp and reset button are also located in
After start-up the load setting must be controlled manually The manual start-up time the flame supervision circuit is tested and the air pressure
the window.
procedure is described above in Section 2.2.1. monitor checks the air pressure.
The firing sequence (illustration 2.2.2c refers) is divided into five stages and • Ignition Burner
Safety Interlocks these comprise: After the pre-purge time the air damper is driven to the low
CAUTION flame position. Power is supplied to the ignition transformer and
A: Start command, initiated by the steam pressure transmitter. fuel is released to the pilot burner. The first safety time begins.
The safety interlocks which operate when in the manual mode are
different from those which operate when in the automatic mode. The A-B: Start-up sequence. Main Burner: At the end of the first safety time a flame signal
operator must be aware of these differences, especially when the boiler must be present from the ignition burner. If the flame signal is
is operating in the manual mode. B-C: Burner operation, firing rate according to the load controller. not received the control unit initiates a lock-out. If the signal is
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received (ignition burner lit), fuel is released to the main burner
Automatic Mode Manual Mode C: Controlled (normal) shutdown. at the ‘start load’ rate. The second safety time begins.
Low water level Low water level Second Safety Time: On the completion of the second safety
Too low water level Low-low water level C-D: Post-purge time. The sequence mechanism returns to the start time, the ignition burner fuel supply is shut off. The ignition
position A. transformer and the ignition fuel pump are stopped. If the flame
High steam pressure High steam pressure
signal is still received, the main burner must be lit.
Burner swung out Burner swung out When a specified stage is active, the control system activates a number of output
Overload combustion air fan Overload combustion air fan signals and timers. Also, if the required input signals are not present from the This is the end of the start program and the sequence mechanism is stopped.
Overload burner motor Overload burner motor system, eg, from the flame supervision circuit, the control unit will interrupt
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• B-C: Operation
Flame failure Flame failure the sequence and initiate a lock-out. In this way the necessary execution and
surveillance of the sequence can be performed. During burner operation the load controller drives the air damper
Low fuel oil pressure at burner inlet
and the fuel flow control valve according to the steam demand.
Low combustion air pressure If the steam pressure rises above the set point for ‘stop of the burner’, the • C: Shutdown
Low atomising air pressure control system initiates the burner controlled shutdown sequence. When the
Low fuel oil temperature stop sequence has been completed, the burner will be in stage A. If the steam The burner fuel supply valves are shut immediately and the
pressure falls below the set point for ‘start of the burner’, a new start-up following sequence commences.
High fuel oil temperature
sequence will be initiated. Post-Purge: The post-purge time commences and the air
damper is driven to the minimum position. At the end of the
Burner Control Sequence The firing sequence details are as follows: post-purge time the combustion air fan is stopped and the air
• Ready Conditions damper is closed.
The burner firing sequence, that is start, purge and ignition, etc, is handled by
the burner sequence control unit. The control unit is designed for control and The burner is not locked-out. After-Burn Time: The permissible time after burner time
supervision of the oil burner in automatic operation. A motor-driven camshaft commences. During this time the flame supervision circuit may
The combustion air damper is closed. still receive a flame signal without initiating a burner lock-out.
activates electric switches which control the burner servomotor, burner
motor, ignition and fuel oil solenoid valves. The control unit is connected to The burner fuel oil valve control contacts (for valve closed • D: End of Program
the photocells and in automatic operation it controls the flame supervision position) are closed.
At the end of the post-purge time the sequence mechanism resets
circuit. The air pressure monitor contacts are closed. the control contacts to the start position and then the mechanism
The gas pressure monitor and limit thermostat/pressure switch is stopped. A detector and extraneous light test is started.
Note: The burner sequence control unit has no function when the burner is contacts are closed.
operating in the manual mode. During a ‘burner off’ period a faulty flame signal will initiate a lock-out.
• A: Start Command
The steam pressure transmitter initiates the firing sequence. The
sequence mechanism starts to run.


Funnel Top
Machinery System
Upper Deck

(2 ton/h x 8kg/cm2)
ST
MT
To 110F
ST008F Scupper
10kg/cm2 10kg/cm2
ST014F ST013F
MM036 C10 C10 C1 C1 C9 MM034 MM032
019F IAS
ST003F ST002F E/P
8k - 7k Control Air
C53 C15 C15 C53 C8 C8 MT MT MM032
C8 C8 Air Air
SB SB262F
ST C21 C21 ST 010F 009F 011F
C3 C4 W1 W1 C4 C3
021F 020F
To
SAMSUNG
To Scupper ST012F
POC PIC
MM031 MM031 Service
SB SB IAS E/P
SB C9 C9 MT
BC016 BC014 BC003 BC005
ST ST ST
C7 C8 C25 ST017F ST016F C25 C7 C8
WG TI
145F C26 C26
BC012 C19 SB SB C19 BC001
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PI
TI
155F WG146F
Drain Cooler
SD002F

DPS
PI PI PI PI
DPS Set: 1.5kg/cm2
XA XA
PP095
Key PP097 PI PI
PP098
No.1 PP093
WF WF 203F 202F 172F 173F LAH
179F 178F BC027
Air SB204F WG143F
Steam Observation
PI PS PS PI PI
SB BC026
003F SB002F
AUTO
PP089 No.2 No.2 PP087
AUTO Set:
SB123F SB121F BC
XA
XA
PP088 106F 108F PP085
005 Vacuum
From Steam Breaker

2.2.3 Economiser Illustration 2.2.3b AQ-7 Economiser Construction The economisers are designed as vertical boilers with cylindrical shells
surrounding the boiler tubes and water drum. The tubes consist of a large
number of smoke tubes and a smaller number of stay tubes. The stay tubes with
Exhaust Gas Economiser Smoke Tubes an increased diameter act as support for the boiler. Both tube types are welded
Manufacturer: Aalborg Industries Stay Tubes into the lower and upper tube plates. The economiser construction is as shown
No. of sets: 2 in illustration 2.2.3b.
Type: Exhaust gas economiser
As the pressure part of the economisers is made of mild carbon steel with
Model: AQ 7
elevated temperature properties. They can be operated with low water level and
Evaporation: 2,000kg/h even without water in an emergency. Under these conditions the economisers
Working pressure: 8.0kg/cm2 can be run with the full exhaust gas flow, provided it is depressurised and the
Water temperature: 175°C inside temperature does not exceed 400°C.
Circulation flow: 16m3/h
The heating surface of the economisers is designed to maintain a sufficiently
Exhaust gas temperature: 222°C at economiser inlet high exhaust gas velocity to ensure the best self-cleaning effect within the
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Exhaust gas temperature: 192.7°C at economiser outlet boiler tubes. However, after long term operation, soot deposits can accumulate
inside the tubes and must be cleaned by water washing.
Boiler Water Circulation Pumps
For inside inspection, the AQ-7 economiser is provided with hand-holes and
Manufacturer: Shinko Industries Ltd. manholes. Two manholes are arranged at the lower end of the shell for access
No. of sets: 4 into the water drum. For visual inspection of the smoke tubes a number
Type: Horizontal centrifugal of hand-holes are arranged at the bottom end of the shell. The economiser
foundation consists of four foundation consoles giving the necessary support
Model: BT50-4 Outlet Flange Foundation Console and absorption of the thermal expansion.
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Capacity: 15m3/h at 3.5kg/cm2 Foundation Console
The economisers are designed for continuous forced circulation of water; the
circulation being provided by two circulating pumps for each economiser/boiler
Introduction set. One of the pumps must be kept in continuous operation (also in port) with
the other pump in automatic standby operation mode. The circulating pump
Two exhaust gas economisers are used to produce steam when the vessel is at shaft bearings are splash lubricated by oil, and the pump casings incorporate
sea. The economisers utilise the heat from the main engine exhaust gases to Smoke an oil reservoir. Cooling water for the pump lubrication system oil is supplied
produce the steam, and under normal circumstances all of the steam load can Tubes from the low temperature fresh water cooling system.
be supplied by the economisers. Shell Plate
For safety of operation and for monitoring purposes, each circulation system
The economisers are used in conjunction with the auxiliary oil-fired boilers is equipped with an orifice plate, differential pressure indicator and differential
which act as a steam and water separator. Water at saturation temperature Manhole
pressure switch. The orifice plates are located at the circulation pump discharge
is pumped from the oil-fired boilers into the exhaust gas economisers by Water Drum manifolds and will protect the system by reducing the pump discharge flow
the circulation pumps. In the economisers the heat from the main engine variations resulting from different working conditions. The differential
exhaust gas is transferred to the water to form a mixture of steam and water. pressure indicator and switch provides for low circulating flow alarms and the
The mixture generated is then discharged into the steam space of the oil- start of the standby pump.
Hand-Hole
fired boiler where the heavier water particles separate from the steam. The
boilers and economisers are arranged so that the No.1 boiler operates with Blowdown
the No.1 economiser and the No.2 boiler with the No.2 economiser. The No.1 Tube Boiler Mountings
economiser is supplied by the No.1 main engine and the No.2 economiser by Safety Valves
the No.2 main engine. The arrangement of oil-fired boilers and economisers is
shown in illustration 2.2.3a. Lower Tube Inlet
Two safety valves are fitted to the pressure vessel of the economiser. The valves
Exhaust Gas Flow
Plate Flange are installed for security reasons, and are designed to prevent the economiser
pressure from rising above the design value. Waste steam pipes are fitted to the
safety valves and these are provided with drains to prevent condensate build-up
above the valves.


Funnel Top
Machinery System
Upper Deck

(2 ton/h x 8kg/cm2)
ST
MT
To 110F
ST008F Scupper
10kg/cm2 10kg/cm2
ST014F ST013F
MM036 C10 C10 C1 C1 C9 MM034 MM032
019F IAS
ST003F ST002F E/P
8k - 7k Control Air
C53 C15 C15 C53 C8 C8 MT MT MM032
C8 C8 Air Air
SB SB262F
ST C21 C21 ST 010F 009F 011F
C3 C4 W1 W1 C4 C3
021F 020F
To
SAMSUNG
To Scupper ST012F
POC PIC
MM031 MM031 Service
SB SB IAS E/P
SB C9 C9 MT
BC016 BC014 BC003 BC005
ST ST ST
C7 C8 C25 ST017F ST016F C25 C7 C8
WG TI
145F C26 C26
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PI
TI
155F WG146F
Drain Cooler
SD002F

DPS
PI PI PI PI
DPS Set: 1.5kg/cm2
XA XA
PP095
Key PP097 PI PI
PP098
No.1 PP093
WF WF 203F 202F 172F 173F LAH
179F 178F BC027
Air SB204F WG143F
Steam Observation
PI PS PS PI PI
SB BC026
003F SB002F
AUTO
PP089 No.2 No.2 PP087
AUTO Set:
SB123F SB121F BC
XA
XA
PP088 106F 108F PP085
005 Vacuum
From Steam Breaker

The safety valves are equipped with a lifting device (easing gear), which allows Inspection Doors No.1 Auxiliary Boiler and No.1 Economiser
the safety valves to be opened and closed manually. The lifting gear is operated
The economisers are provided with inspection doors in both the exhaust Position Description Valve
by steel wires and pull handles from a safe location. The safety valve can be
gas inlet and outlet boxes to enable inspection and cleaning of the heating
operated by means of the lifting lever at 85% of the set pressure. Open No.1 auxiliary boiler circulating water outlet valve C19
surface.
Open Circulating pump suction valve from No.1 SB205F
WARNING auxiliary boiler SB207F
Gauge Board Closed No.1 and No.2 auxiliary boiler circulating pump SB204F
It is very important to make sure that there are no restrictions to the
operation of the safety valve lifting gear or lifting gear operating wire. Each economiser is equipped with a gauge board which allows the economiser suction manifold cross-connection valve
parameters to be monitored. The gauge boards fittings include: Open No.1 boiler water circulating pump suction valve SB200F
• A pressure gauge for reading the actual steam pressure in the Open No.1 boiler water circulating pump discharge SB250F
Circulation Valves
economiser. valve
The circulation inlet valve group comprise of two shut-off valves; the outlet Open No.1 boiler water circulating pump cooling water WF172F
valve group from the economiser comprise of a shut-off valve and a shut- • A pressure transmitter which converts the actual steam pressure
into corresponding electric signals. The signals are used for inlet valve
off/non-return valve. When closed, they isolate the economisers from the
remote steam pressure indication. Open No.1 boiler water circulating pump cooling water WF173F
circulation pumps and steam space of the oil-fired boilers respectively.
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outlet valve
• Two temperature gauges for reading the inlet and outlet exhaust
gas temperatures. Open No.2 boiler water circulating pump suction valve SB201F
Blowdown Valves
Open No.2 boiler water circulating pump discharge SB251F
Two blowdown valve groups are mounted at the bottom of the economisers. • A U-tube differential pressure indicator which indicates the valve
Two valves are provided in each group, one shut-off valve and one shut-off/non- differential pressure between the inlet and outlet exhaust gas
boxes. Open No.2 boiler water circulating pump cooling water WF174F
return valve. The shut-off function is for security and the non-return function inlet valve
prevents steam or water from flowing into an empty boiler by mistake. • A differential pressure transmitter which converts the actual Open No.2 boiler water circulating pump cooling water WF175F
differential pressure between the inlet and outlet exhaust gas outlet valve
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Air Valve boxes into corresponding electric signals. The signals are used
Open Circulating pump discharge manifold outlet valve SB260F
for remote indication.
The air valve is located at top of the economisers and is a shut-off valve. It is Open Circulating pump discharge valve to No.1 SB262F
normally closed except when the economisers are being filled or completely economiser
drained. The end of the drain pipe from the air valves must be visible in order Procedure for Operating the Exhaust Gas Economisers from Open No.1 economiser circulating water inlet valve C53
to determine when air or steam is coming out. Cold Open No.1 economiser circulating water outlet valve C55
Open No.1 economiser circulating water outlet valve ST018F
The exhaust gas economisers do not operate in isolation but are always
Gauge Board Valve Closed Economiser circulating water outlet manifold ST008F
operating as part of the complete steam system as water is taken from and
returned to the auxiliary boilers. cross-connection valve
A gauge board valve is located on the top of the economiser and it is of the shut-
off type. The valves must always be opened during economiser operation. Open No.1 auxiliary boiler inlet valve from No.1 ST020F
The following steps should be taken before attempting to operate the economiser
economisers: Open No.1 auxiliary boiler inlet valve C21
Manholes Closed No.1 economiser blowdown valves C7/C8
a) If any maintenance has been carried out on the economisers, a
Two manholes are arranged on the economiser shells which allow inspection Closed No.1 economiser air valve C10
thorough inspection must be made to ensure the units are clear
of the pressure vessel.
of foreign matter and that all inspection doors and are securely
fitted. No.2 Auxiliary Boiler and No.2 Economiser
Hand-Holes
Position Description Valve
A number of hand-holes are distributed regularly around the circumference of b) Ensure the safety valves are operative and that the easing wires
are fitted correctly and working. Open No.2 auxiliary boiler circulating water outlet valve C19
the economisers at the bottom end. The hand-holes allow inspection of smoke
Open Circulating pump suction valve from No.2 SB206F
tubes.
c) Open all valves associated with the instrumentation and controls auxiliary boiler SB208F
for the economisers. Closed No.1 and No.2 auxiliary boiler circulating pump SB204F
suction manifold cross-connection valve
d) Set up the valves in accordance with the following tables: Open No.1 boiler water circulating pump suction valve SB202F

Position Description Valve Note: It is important to start the boiler water circulating pumps before Procedure for Running the Exhaust Gas Economiser Dry
Open No.1 boiler water circulating pump discharge SB252F starting the main engines.
It is possible to operate the economiser in the dry condition in an emergency
valve
When the duty boiler water circulating pump discharge valves are fully open, situation. When doing so, additional care must be taken to prevent the outbreak
Open No.1 boiler water circulating pump cooling water WF176F of soot fires, as the risk increases due to the higher operating temperature on
inlet valve the discharge valves on the standby pumps should be opened and the pumps
switched to AUTO. the tube surfaces. Before operation, the economiser must be water washed.
Open No.1 boiler water circulating pump cooling water WF177F Inlet and outlet temperatures need to be monitored, and if the draught loss
outlet valve through the economiser increases, reduce the exhaust gas inlet temperature to
When the load on the main engines has increased to normal, the economisers
Open No.2 boiler water circulating pump suction valve SB203F should be able to generate sufficient steam to supply the vessel’s demands. The as low as possible.
Open No.2 boiler water circulating pump discharge SB253F auxiliary boiler firing can be stopped when it is certain that the economiser
valve can cope with the steam demand or switched to automatic operation as Should the economisers fail and need to be run dry, the following procedure
Open No.2 boiler water circulating pump cooling water WF178F necessary. How long this takes depends upon the main engine operation, but should be followed:
inlet valve the economisers should be able to meet the demand for steam 20 to 30 minutes
after the engines have been set to full power. a) Close the economiser circulating water inlet valve and open
Open No.2 boiler water circulating pump cooling water WF179F the drain valve. The economiser circulating water outlet valves
SAMSUNG
outlet valve
If an economiser gas temperature high alarm sounds and it is noted that a should be left open.
Open Circulating pump discharge manifold outlet valve SB261F
sudden increase in exhaust temperature is present, an economiser fire has
Open Circulating pump discharge valve to No.2 SB263F almost certainly occurred. The normal operating exhaust temperature should b) Inspect and water wash the economiser to prevent the possibility
economiser not exceed 250°C, but if this happens and a fire is suspected, the following of a soot fire starting. If possible, inspect the economiser to
Open No.2 economiser circulating water inlet valve C53 should be carried out; determine the extent of the damage.
Open No.2 economiser circulating water outlet valve C55 • Inform the bridge and stop the main engine.
c) Once the economiser has been drained, the air vent valve can
Open No.2 economiser circulating water outlet valve ST019F
• Maintain the exhaust valve air supply to keep these closed and be opened to prevent a pressure build-up inside. If required,
Closed Economiser circulating water outlet manifold ST008F cut off any air supply to the fire. the safety valves may be lifted with the easing gear for this
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cross-connection valve purpose.
Open No.2 auxiliary boiler inlet valve from No.2 ST021F • Prepare boundary cooling.
economiser • Approach the economiser using a water spray, open the top d) The engine can now be started and steadily increased to full
Open No.2 auxiliary boiler inlet valve C21 access door and fight the fire using a water jet. load.
Closed No.2 economiser blowdown valves C7/C8
Should the temperature increase and the fire considered to be changing from The exhaust gas inlet and outlet temperatures should be closely monitored to
Closed No.2 economiser air valve C10
a soot fire to an iron fire, stop the circulating pumps, blow down any remnant ensure that the inlet temperature does not rise above 400°C and that there is no
water in the economiser and fight the fire with a copious water supply. sudden change in the outlet temperature.
e) Ensure the boiler water circulating pumps are switched to
MANUAL.
Note: When arriving alongside, to minimise the risk of soot fires and to When running dry for any length of time, all the gaskets will eventually dry out
allow cooling of the economiser, the boiler water circulating pump must and should be inspected and renewed before returning to pressurised service.
f) Check the oil level in the circulating pump reservoirs and ensure
be kept running for at least twelve hours after the main engine is no longer
that cooling water is being supplied to the pumps.
required. As there is no cooling affect when the exhaust passes through the boiler there
is an increase in the possibility of a soot fire in the exhaust gas boiler.
g) Start the selected (duty) boiler water circulating pumps and
Ideally, the economiser should always be connected to the auxiliary boiler as
open the discharge valves a ¼ of a turn. This will prevent the
the temperatures in the system remain fairly constant and the risk of corrosion Note: The company should be informed of the above and permission
risk of thermal stress within the economisers. It will also prevent
is reduced because of the circulation of treated boiler water. obtained to continue operating the economiser in a dry condition.
a sudden loss in boiler steam pressure and water levels.
CAUTION WARNING
h) Slowly open the duty boiler water circulation pump discharge
When restarting the main engine after water washing the economiser, a In the unlikely event of a soot fire occurring, the bridge must be
valves, maintaining a watch on the auxiliary boiler steam
considerable amount of sparks will be discharged from the funnel. It is informed and the main engine stopped as soon as possible. Turbocharger
pressure and water levels.
therefore important to ensure no cargo handling operations are ongoing, air intakes should be sealed and fire fighting equipment made ready. In
either on board or ashore, when the engine is started, and the bridge is severe cases the economiser circulating water may need to be stopped.
i) Open the economiser air vent valves to ensure there is no air in
to be informed of the potential risk.
the system and close again when satisfied.

Illustration 2.2.4a Steam Supply System To

Port HFO Port HFO No.2 HFO LS HFO To No.3,4 G/E FO
Cascade Incinerator
No.2 HFO HFO HFO Line Steam Tracing No.2
FO Settling Service Storage Storage Tank Waste Oil
Storage Service Settling Calor- ST
Overflow Tank Tank Tank (P) Tank To Engine Room Sludge ifier Service
Tank (S) Tank (S) Tank (S)
TC
ST Tank 111F
Tank Drain Steam Tracing
No.2 M/E Scav. Air Box ST ST 115F Boiler Waste
TC ST ST ST
Dirty Oil Drain Line 147F 148F ST ST ST ST TC For G/E Side Oil Heater
154F 155F 152F ST ST To Air
Steam Blow (P) 119F 120F 124F Steam Tracing ST139F ST138F
ST268F
3rd 150F 151F ST 125F No.1 Handling
No.2 M/E FO Pipe Deck 3rd 122F ST Unit
Calor-
Steam Tracing ST149F Deck 112F
ST153F To IGG Atomising ifier TC
ST101F ST121F ST ST123F ST Incinerator
ME HFO Supply Line (P) ST100F 114F Room
ST ST 126F No.1 M/E FO Pipe ST113F
ME HFO Circulation Line (P) Incinerator Waste Oil
117F 118F HFO Purifier Line Steam Tracing
ST156F Service Line Steam Tracing
Main LO Main LO Steam Tracing (S) No.1 M/E Scav. Air
To M/E FO HFO Purifier Line Settling Settling To Sludge Box Dirty Oil Drain Line 2nd
Heaters for ST165F ST164F HFO Purifier Line Dewatering Steam Blow (S) Deck (S)
Steam Tracing (P) Tank (P) Tank (S) ST To M/E FO
No.2 ME Steam Tracing (S) ST137F Unit Heater 106F ST134F ST135F Heaters for
ST ST ST HFO Purifier Line E/R Sludge Drain (P) No.1 M/E
Steam Tracing (P) To No.2 FW Generator
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166F 163F VIC 162F
ST ST ST
Boiler WO Service To M/E Jacket FW Near Sea G/E HFO Circulation
ST ST 132F VIC 133F 136F
M/E FO Auto Filter Line Preheater for No.1 ME
ST182F 143F 142F ST146F Chest (P) Line Steam Tracing
and Bypass Filter M/E FO Auto Filter
No.1 HFO Transfer G/E HFO Supply Line
G/E HFO No.2 HFO Transfer No.1 ME No.1 M/E Steam Tracing and Bypass Filter
Air Cooler Pump Suction /
To M/E FO Supply Line (P) Pump Suction / Scav. Air Box M/E HFO Circulation
Chemical Discharge
Heaters for ST160F ST159F G/E HFO Discharge Steam Cleaning Tank Drain Tank Line Steam Tracing To G/E FO
Steam Tracing
No.3,4 G/ES Circulation ST Tracing (P) ST129F ST130F Heaters for
Between Sludge M/E HFO Supply Line
ST ST ST Line (P) 180F No.1,2 G/E
Engine Room To M/E Jacket FW Pump and Tanks Steam Tracing
161F 158F VIC 157F ST ST ST
Near Sea Sludge Drain (S) Preheater for No.2 ME
ST185F 127F 128F 131F
(P) FO / LO Chest (S) ST ST 4th Deck ST VIC
G/E FO Auto Filter (S) ST181F
ST176F Purifier ST ST ST 145F 144F 141F
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and Bypass Filter To Bilge Water G/E FO Auto Filter
Common 179F 177F 178F
Sludge Tank Preheater for Oily (S) FO / LO and Bypass Filter
Bilge Separated
To Aux. FO No.2 M/E No.2 M/E ST263F Water Separator Purifier
4th Deck (P) Air Cooler Holding Bilge To Cargo
Boiler ST170F ST169F Overflow Scav. Air Box Common
Chemical To Oily Water Tank Oil Tank Sludge Tank Upper Deck Machinery System
FO Heaters ST184F Drain Tank Drain Tank Cleaning Tank Separator
ST ST M ST Boiler HFO Funnel Top
171F 168F 167F Service Line PI To Scupper
Funnel Top Funnel Top TI ST
TI
Gauge Board C10 C11 Funnel Top 198F
ST008F Gauge Board
C11 C10 C55 POC
MM032
C1 C1 C2 C14 ST014F MT MT ST013F C14 C2 C1 C1 PIAH Control PIC
C11 C10 C10 C11 ST E/P IAS MM032
PI
MM034
Air ST
MT
PIAH
MM036
ST C55 ST003F ST002F 018F No.1 Economiser MT MT 110F
019F C131 C131 (2 ton/h x 8kg/cm2)
No.2 Economiser
C15 Control Control C15 ST ST ST
(2 ton/h x 8kg/cm2) C53 Key
Air Air C21 ST C8 C8 010F 009F 011F
C53 ST C21
C8 C8 020F SB262F Feed Water
SB 021F C7 C7
C7 C7 263F C3 C4 W1 W1 C4 C3 ST012F Air
(8 ton/h x 8kg/cm2) (8 ton/h x 8kg/cm2) Vent from Cascade Tank Steam
C5 C6
C5 C6 C3 C4 C4 C3 POC PIC Condensate
MM031 MM031
PIAH XA
C24 C24
XA PIAH
C9 IAS E/P Electrical Signal
SB306F C9 BC016 BC014 BC003 BC005
Control Air MT
SB LIAHL XA XA LIAHL
303F BC015 BC013 C25 C25 BC002 BC004 C8 C7
To Sampling C7 C8 ST017F ST016F ST005F ST001F ST004F ST015F
Cooler PI XI XI PI
SB BC012 C26 C19 SB SB C19 C26 BC001
SB SB ST006F
302F 206F SB 205F TI From Engine Room
105F 104F
From Boiler Water 351F Condensate System
SB Atmospheric SD001F
Circulating Pumps C215 SB 350F SB C215 PI TI
SB261F Condensate Dump / Drain SD003F
for No.2 Economiser 208F 207F
From No.2 Chemical Dosing Pump Line From No.1 Chemical Dosing Pump Condenser
From Cargo
From Boiler Water Drain Cooler
Circulating Pumps TI SD002F
SB301F SB300F To Boiler Water Circulating Pumps for No.2 Economiser To Boiler Water Circulating Pumps for No.2 Economiser
SB260F for No.1 Economiser To Cascade Tank
From Boiler Feed Water Pumps for No.2 Auxiliary Boiler From Boiler Feed Water Pumps for No.1 Auxiliary Boiler

2.2.4 Steam System d) Open the manual bypass valves for the steam dump automatic Description Valve
valve and the steam pressure reducing valve, ST006F and
Introduction ST012F respectively.
No.1 hot water calorifier ST114F
No.2 hot water calorifier ST115F
Saturated steam is supplied from the auxiliary boilers at a normal pressure of e) Open the boiler isolation valve for the boiler to be initially Air handling unit manual supply valve ST111F
8.0kg/cm2, but the steam line from the boilers to the consumers is equipped brought on to line, ST002F for No.1 auxiliary boiler or ST003F Incinerator waste oil service tank heating coil manual supply ST112F
with a pressure control valve which reduces the steam main pressure to 7.0kg/cm2. for No.2 auxiliary boiler. valve
A safety valve on the main steam line is set to open at 7.7kg/cm2. There is also
a branch to the steam dump valve which automatically dumps any excess steam Auxiliary boiler waste oil heater ST138F
f) Open the starboard and port steam main isolation valves, ST139F
to the dump/drain cooler and this is set to operate at 9.4kg/cm2. The status of
ST126F and ST156F respectively. Main LO settling tank starboard heating coil ST118F
the pressure control valve and the steam dump valve can be monitored via the
steam, feed water and condensate mimic panel in the ECR. Main LO settling tank port heating coil ST117F
g) Ensure that the control air supply to the steam dump valve and
the steam pressure reducing valve control systems is available HFO service tank starboard heating coil ST122F
WARNING and the controllers are turned on. HFO settling tank starboard heating coil thermostatic valve ST100F
Water hammer in steam lines can cause damage to the pipe system, HFO settling tank starboard heating coil thermostatic valve ST123F
SAMSUNG
joints and even steam line failure resulting in scalding of personnel. It is h) Crack open the auxiliary boiler main steam stop bypass valves, inlet valve
therefore essential that all steam lines are drained of condensate and that C15. This allows steam into the main steam line and any water HFO settling tank starboard heating coil thermostatic valve ST124F
steam is supplied to cold lines very gradually with the line drain valves in the steam system will be discharged from the steam line outlet valve
open. This allows the steam line to warm-through and any condensate drains and will also pass to the feed filter tank via the dump/ HFO settling tank starboard heating coil thermostatic valve ST125F
to drain. Drain valves are located at a number of places in the steam drain cooler. manual bypass valve
system, they should be left open after the section has been isolated and
before the steam valve to that section of line is opened. HFO service tank port heating coil ST152F
i) When the main steam line has warmed-through and steam is
discharging from the drains, close the drains and fully open the HFO settling tank port heating coil thermostatic valve ST101F
Steam is supplied to the cargo machinery system at 7.0kg/cm2 via isolation main steam stop bypass valve. HFO settling tank port heating coil thermostatic valve inlet ST153F
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valve ST110F. valve
j) Open the shut-off valves for the steam pressure control valve, HFO settling tank port heating coil thermostatic valve outlet ST154F
Procedure for Supplying the Steam System ST010F and ST011F. valve
HFO settling tank port heating coil thermostatic valve bypass ST155F
The auxiliary boilers are normally set to operate on automatic control and k) Open the shut-off valves for the steam pressure reducing valves, valve
generate saturated steam at a pressure of 8.0kg/cm2. The following description ST010F and ST011F. No.2 HFO storage tank starboard heating coils ST119F
assumes that the entire steam system has been shut down and is being warmed- ST120F
through from cold. l) Close the manual bypass valves for the automatic steam dump
No.2 HFO storage tank port heating coils ST147F
valve and the steam pressure reducing valve, ST006F and
ST148F
a) Ensure that the boilers and exhaust gas economisers are ST012F.
Low sulphur HFO storage tank port heating coils ST150F
operating in accordance with Sections 2.2.1 and 2.2.4 of this ST151F
manual and that the correct steam pressure is being developed. m) Slowly allow the pressure in the steam main to rise, then very
slowly open the auxiliary boiler main stop valve, C2. Close the Generator engine side trace heating
b) Start the sea water cooling systems and the central fresh water main stop bypass valve, C15. Inert gas generator burner atomising system
systems. Ensure that there is water flowing through the dump/ No.2 fresh water generator ST194F
drain cooler and the boiler water circulating pumps. Refer to n) Check that the instrumentation and measuring equipment is No.1 main engine jacket water heater ST182F
Sections 2.4.1 and 2.5.2. operational where appropriate. Check the operation of the
No.2 main engine jacket water heater ST185F
pressure reducing valve.
Cascade tank steam injector automatic control valve
c) Open the main steam line drain valve, ST013F and ST014F;
ensure that the isolation valve for the steam dump drain trap, o) The steam services can now be put into service as required. Cascade tank steam injector automatic control valve inlet ST195F
ST015F, is open. Open all the other steam line drain valves on valve
the system. Cascade tank steam injector automatic control valve outlet ST196F
valve
Cascade tank steam injector automatic control valve bypass ST197F
valve

Illustration 2.2.4a Steam Supply System To

Port HFO Port HFO No.2 HFO LS HFO To No.3,4 G/E FO
Cascade Incinerator
No.2 HFO HFO HFO Line Steam Tracing No.2
FO Settling Service Storage Storage Tank Waste Oil
Storage Service Settling Calor- ST
Overflow Tank Tank Tank (P) Tank To Engine Room Sludge ifier Service
Tank (S) Tank (S) Tank (S)
TC
ST Tank 111F
Tank Drain Steam Tracing
No.2 M/E Scav. Air Box ST ST 115F Boiler Waste
TC ST ST ST
Dirty Oil Drain Line 147F 148F ST ST ST ST TC For G/E Side Oil Heater
154F 155F 152F ST ST To Air
Steam Blow (P) 119F 120F 124F Steam Tracing ST139F ST138F
ST268F
3rd 150F 151F ST 125F No.1 Handling
No.2 M/E FO Pipe Deck 3rd 122F ST Unit
Calor-
Steam Tracing ST149F Deck 112F
ST153F To IGG Atomising ifier TC
ST101F ST121F ST ST123F ST Incinerator
ME HFO Supply Line (P) ST100F 114F Room
ST ST 126F No.1 M/E FO Pipe ST113F
ME HFO Circulation Line (P) Incinerator Waste Oil
117F 118F HFO Purifier Line Steam Tracing
ST156F Service Line Steam Tracing
Main LO Main LO Steam Tracing (S) No.1 M/E Scav. Air
To M/E FO HFO Purifier Line Settling Settling To Sludge Box Dirty Oil Drain Line 2nd
Heaters for ST165F ST164F HFO Purifier Line Dewatering Steam Blow (S) Deck (S)
Steam Tracing (P) Tank (P) Tank (S) ST To M/E FO
No.2 ME Steam Tracing (S) ST137F Unit Heater 106F ST134F ST135F Heaters for
ST ST ST HFO Purifier Line E/R Sludge Drain (P) No.1 M/E
Steam Tracing (P) To No.2 FW Generator
SAMSUNG
166F 163F VIC 162F
ST ST ST
Boiler WO Service To M/E Jacket FW Near Sea G/E HFO Circulation
ST ST 132F VIC 133F 136F
M/E FO Auto Filter Line Preheater for No.1 ME
ST182F 143F 142F ST146F Chest (P) Line Steam Tracing
and Bypass Filter M/E FO Auto Filter
No.1 HFO Transfer G/E HFO Supply Line
G/E HFO No.2 HFO Transfer No.1 ME No.1 M/E Steam Tracing and Bypass Filter
Air Cooler Pump Suction /
To M/E FO Supply Line (P) Pump Suction / Scav. Air Box M/E HFO Circulation
Chemical Discharge
Heaters for ST160F ST159F G/E HFO Discharge Steam Cleaning Tank Drain Tank Line Steam Tracing To G/E FO
Steam Tracing
No.3,4 G/ES Circulation ST Tracing (P) ST129F ST130F Heaters for
Between Sludge M/E HFO Supply Line
ST ST ST Line (P) 180F No.1,2 G/E
Engine Room To M/E Jacket FW Pump and Tanks Steam Tracing
161F 158F VIC 157F ST ST ST
Near Sea Sludge Drain (S) Preheater for No.2 ME
ST185F 127F 128F 131F
(P) FO / LO Chest (S) ST ST 4th Deck ST VIC
G/E FO Auto Filter (S) ST181F
ST176F Purifier ST ST ST 145F 144F 141F
QGTC
and Bypass Filter To Bilge Water G/E FO Auto Filter
Common 179F 177F 178F
Sludge Tank Preheater for Oily (S) FO / LO and Bypass Filter
Bilge Separated
To Aux. FO No.2 M/E No.2 M/E ST263F Water Separator Purifier
4th Deck (P) Air Cooler Holding Bilge To Cargo
Boiler ST170F ST169F Overflow Scav. Air Box Common
Chemical To Oily Water Tank Oil Tank Sludge Tank Upper Deck Machinery System
FO Heaters ST184F Drain Tank Drain Tank Cleaning Tank Separator
ST ST M ST Boiler HFO Funnel Top
171F 168F 167F Service Line PI To Scupper
Funnel Top Funnel Top TI ST
TI
Gauge Board C10 C11 Funnel Top 198F
ST008F Gauge Board
C11 C10 C55 POC
MM032
C1 C1 C2 C14 ST014F MT MT ST013F C14 C2 C1 C1 PIAH Control PIC
C11 C10 C10 C11 ST E/P IAS MM032
PI
MM034
Air ST
MT
PIAH
MM036
ST C55 ST003F ST002F 018F No.1 Economiser MT MT 110F
019F C131 C131 (2 ton/h x 8kg/cm2)
No.2 Economiser
C15 Control Control C15 ST ST ST
(2 ton/h x 8kg/cm2) C53 Key
Air Air C21 ST C8 C8 010F 009F 011F
C53 ST C21
C8 C8 020F SB262F Feed Water
SB 021F C7 C7
C7 C7 263F C3 C4 W1 W1 C4 C3 ST012F Air
(8 ton/h x 8kg/cm2) (8 ton/h x 8kg/cm2) Vent from Cascade Tank Steam
C5 C6
C5 C6 C3 C4 C4 C3 POC PIC Condensate
MM031 MM031
PIAH XA
C24 C24
XA PIAH
C9 IAS E/P Electrical Signal
SB306F C9 BC016 BC014 BC003 BC005
Control Air MT
SB LIAHL XA XA LIAHL
303F BC015 BC013 C25 C25 BC002 BC004 C8 C7
To Sampling C7 C8 ST017F ST016F ST005F ST001F ST004F ST015F
Cooler PI XI XI PI
SB BC012 C26 C19 SB SB C19 C26 BC001
SB SB ST006F
302F 206F SB 205F TI From Engine Room
105F 104F
From Boiler Water 351F Condensate System
SB Atmospheric SD001F
Circulating Pumps C215 SB 350F SB C215 PI TI
SB261F Condensate Dump / Drain SD003F
for No.2 Economiser 208F 207F
From No.2 Chemical Dosing Pump Line From No.1 Chemical Dosing Pump Condenser
From Cargo
From Boiler Water Drain Cooler
Circulating Pumps TI SD002F
SB301F SB300F To Boiler Water Circulating Pumps for No.2 Economiser To Boiler Water Circulating Pumps for No.2 Economiser
SB260F for No.1 Economiser To Cascade Tank
From Boiler Feed Water Pumps for No.2 Auxiliary Boiler From Boiler Feed Water Pumps for No.1 Auxiliary Boiler

Description Valve Description Valve Other steam supply valves serve heating lines for the following fuel and waste
oil services:
No.1 main engine air cooler chemical cleaning tank heating ST143F No.1 and No.2 generator engine FO heater automatic steam ST129F
coil control bypass valve
Description Valve
No.1 main engine scavenge air box drain tank steam blow ST142F No.1 and No.2 generator engine No.1 FO heater ST130F
No.1 HFO transfer pump suction 1
No.2 main engine air cooler chemical cleaning tank heating ST178F No.1 and No.2 generator engine No.2 FO heater ST131F
coil No.1 HFO transfer pump discharge 2
No.3 and No.4 generator engine FO heater steam control
No.2 main engine scavenge air box drain tank steam blow ST177F valve No.2 HFO transfer pump suction 3
Bilge water preheater for OWS ST263F No.3 and No.4 generator engine FO heater steam control inlet ST157F No.2 HFO transfer pump discharge 4
Oily water separator supply valve HFO drains starboard 5
No.1 main engine FO pipe trace heating No.3 and No.4 generator engine FO heater steam control ST158F HFO drains port 6
valve outlet valve HFO purifier heater line from tank to heater starboard 7
No.1 main engine scavenge air box dirty oil drain line steam ST190F
blow No.3 and No.4 generator engine FO heater automatic steam ST159F HFO purifier heater line from heater to tank starboard 8
control valve bypass valve HFO purifier heater line from tank to heater port 9
No.2 main engine FO pipe trace heating
SAMSUNG
No.3 and No.4 generator engine No.1 FO heater ST160F HFO purifier heater line from heater to tank port 10
No.2 main engine scavenge air box dirty oil drain line steam ST192F
blow No.3 and No.4 generator engine No.2 FO heater ST161F No.1 main engine HFO supply line 11
Sludge dewatering unit heater ST137F No.1 and No.2 generator engine FO automatic filter and No.1 main engine HFO circulation line 12
bypass filter
FO/LO purifier common sludge tank starboard ST141F No.2 main engine HFO supply line 13
No.3 and No.4 generator engine FO automatic filter and
FO/LO purifier common sludge tank port ST176F No.2 main engine HFO circulation line 14
bypass filter
No.1 main engine FO heater automatic steam control valve No.1 and No.2 generator engine HFO supply line 15
Auxiliary boiler FO heater automatic steam control valve
No.1 main engine FO heater automatic steam control inlet ST132F No.1 and No.2 generator engine HFO circulation line 16
Auxiliary boiler FO heater automatic steam control inlet valve ST167F
valve
QGTC
No.3 and No.4 generator engine HFO supply line 17
Auxiliary boiler FO heater automatic steam control outlet ST168F
No.1 main engine FO heater automatic steam control outlet ST133F No.3 and No.4 generator engine HFO circulation line 18
valve
valve
Auxiliary boiler FO heater automatic steam control bypass ST169F Boiler HFO service line 19
No.1 main engine FO heater automatic steam control bypass ST134F
valve Incinerator waste oil service line 20
valve
Auxiliary boiler No.1 FO heater ST170F Sludge pump suction line from purifier sludge tanks 21
No.1 main engine No.1 FO heater ST135F
Auxiliary boiler No.2 FO heater ST171F Engine room sludge drain starboard 24
No.1 main engine No.2 FO heater ST136F
FO drain tank ST179F No.1 and No.2 generator engine HFO lines 25
No.2 main engine FO heater automatic steam control valve
FO overflow tank heating coil ST268F No.3 and No.4 generator engine HFO lines 26
No.2 main engine FO heater automatic steam control inlet ST162F
valve Separated bilge oil tank heating coil ST144F Engine room sludge drain port 27
No.2 main engine FO heater automatic steam control outlet ST163F Bilge holding tank steam blow ST145F Boiler waste oil service line 28
valve Steam hose point in incinerator room ST113F
p) Ensure that each steam line’s associated drain valves are open
No.2 main engine FO heater automatic steam control bypass ST164F Steam hose point 2nd deck, starboard ST116F
and that the drain trap is functioning, see Section 2.3.2.
valve Steam hose point 3rd deck, starboard ST121F
No.2 main engine No.1 FO heater ST165F Steam hose point 3rd deck, port ST149F q) Frequently check the steam system for signs of steam leakage.
No.2 main engine No.2 FO heater ST166F Steam hose point 4th deck, starboard (purifier room) ST181F
No.1 main engine FO auto filter and bypass filter Steam hose point 4th deck, port (purifier room) ST184F Note: A full description of tank heating steam and trace heating steam has
No.2 main engine FO auto filter and bypass filter Steam hose near sea chest, port ST146F been provided in Section 2.7.1, Fuel Oil and Diesel Oil Bunkering and
No.1 and No.2 generator engine FO heater automatic steam Steam hose neat sea chest, starboard ST180F Transfer System.
control valve Forward HFO tanks
No.1 and No.2 generator engine FO heater automatic steam ST127F
control inlet valve
No.1 and No.2 generator engine FO heater automatic steam ST128F
control outlet valve

Illustration 2.2.5a Auxiliary Boiler and Economiser Cleaning System

Flame Flame
Screen Screen
Funnel Top
D Deck
Funnel Base
TIAH TIAH D Deck

MM035 MM033 Funnel Base
Emergency Generator Room TI TI

Gas
No.2 SI SI No.1
SIAH SIAH Combustion SIAH SIAH
Silencer with Economiser BC022 BC021 Economiser
Unit
Spark Arrester TIAH TIAH
Silencer BC018 BC007 Silencer
Manometer
TI with Spark with Spark TI
Manometer
SAMSUNG
Arrester TI TI Arrester
TS
GE
408F
No.2 No.1
Auxiliary Auxiliary
Incinerator
Boiler Boiler
GE GE Emergency Emergency C16 C16

409F 410F Generator Generator SIAH Emission Emission SIAH To Scupper
Engine Air Compressor Detector Detector
QGTC
To Scupper
TI TI TI TI
TIAH TIAH TIAH TIAH
MP014 MP015 MP014 MP015
Turbocharger TIAH TIAH Turbocharger Turbocharger TIAH TIAH Turbocharger
Inlet DG416 DG316 Inlet Inlet DG216 DG116 Inlet
No.1 No.2 No.2 No.1
Turbocharger Turbocharger Turbocharger Turbocharger
TIAH TIAH TIAH TIAH
TI TI TI TI
DG401-407,451,452 DG301-307,351,352 DG201-207,251,252 DG101-107,153
Exh.Gas TIAH TIAH Exh.Gas
TIAH TIAH TIAH TIAH
Deviation MP007-012 Exhaust Gas DG421 DG321 DG221 DG121 Exhaust Gas MS007-012 Deviation
Exh.Gas TIAH Manifold No.2 Aux. No.2 Aux. Manifold TIAH Exh.Gas
Outlet MP001-006 Blower For Blower For MS001-006 Outlet
No.2 Main No.1 Main
Exh.Gas TIAH No.2 Main No.1 Main TIAH Exh.Gas
Engine Engine
Mean. MP013 Engine Engine MS013 Mean.
MC TIAH TIAH TIAH TIAH MS
Scavenge TIAH MP084 DG408-414,453,454 DG308-314,354 DG208-214,253,254 DG108-114,153,154 MS084 TIAH Scavenge
Air (Fire) MP052-057 MS052-057 Air (Fire)
Scavenge Air PI TIAH AUTO AUTO M PI TIAH Scavenge Air
M M M
Manifold MP050 MP042 ST/SP No.4 Generator No.3 Generator No.2 Generator No.1 Generator ST/SP MS050 MS042 Manifold
TIAH AUTO Engine Engine Engine Engine AUTO TIAH
MP083 ST/SP ST/SP MS083
No.1 Aux. Blower GE403F GE GE GE GE GE401F No.1 Aux. Blower
For No.2 Main Engine GE GE For No.1 Main Engine
407F 406F Key 405F 404F
402F 400F
Exhaust Gas/Bilge PI
Filter Filter From Fire, Bilge
No.2 Soot No.1 Soot
Compartment Compartment and General
Drain Tank Drain Tank
(2m3) (2m3) FD039F Service Line
To Scupper To Scupper
GE GE GE GE
433F 432F 430F 431F PI PI
GE436F GE452F GE450F

To Primary Dirty
Bilge Tank
GE434F

2.2.5 Auxiliary Boiler and Economiser Cleaning Exhaust Gas Economiser Soot Release System Description Valve
Driving water inlet valve to the drain tank eductor FD039F
The comments regarding boiler cleanliness apply equally to the economiser as
Auxiliary Boiler to the auxiliary boilers. Failure to keep the economisers in a clean condition Eductor non-return outlet valve GE436F
increases the possibility of a fire in the economisers or uptakes. Periodic Overboard discharge non-return valve GE452F
Soot deposits may form on the heating surfaces due to combustion of poor cleaning of the economiser tubes by water washing may be necessary Eductor overboard discharge valve GE450F
quality fuel oil or reduced combustion quality. If not removed by cleaning, depending upon the operating conditions and fuel quality. This process can
these deposits will accumulate on the heating surfaces of the tubes and will only be carried out with the main engine shut down. Great care must be taken To use the eductor the fire water main must be pressurised; refer to Section 4.1
lead to poor heat transfer. Cleaning intervals depend on the load and fuel of the to prevent water or debris falling down and entering the main engine exhaust of this manual for details regarding the fire water system.
boiler and on the burner adjustments. With continuous even load and correct system during the cleaning operation. The water washing is carried out using a
setting of combustion, the cleaning intervals can be long. When the use is hose via the top and bottom inspection doors. The dirty water is drained from a) Open the eductor overboard discharge valve, GE450F.
periodical and the combustion is inaccurately set, the cleaning must be done the economiser to the soot drain tanks. The cleaning water collection system
more often. is described below. b) Open the driving water supply valve to the eductor, FD039F.
During operation, combustion ratings and the flue gas exhaust temperature
Note: Prolonged slow running of the main engine can result in increased c) Open the outlet valve to the eductor from the required drain
SAMSUNG
must be observed. The CO2 content of the flue gas and soot index must be
deposits on the exhaust gas tubes and the frequency of soot removal may tank, GE430F or GE431F for No.1 soot drain tank, GE432F or
measured once a month at the minimum; if the CO2 content falls below 12% or
the soot index exceeds the allowed limit (with diesel oil rating 1 or with heavy need to be increased. GE433F for No.2 soot drain tank.
fuel oil rating 3). If there is a need for burner readjustments, these should be
made after the boiler has been cleaned and measurements of the flue gas O2 and The washing water will now be discharged overboard. When the drain tank is
Cleaning Water Collection System empty, close all the system valves.
CO content should be made at this time. The O2 content should be between 2%
and 4%; the CO content should be 0%. The oxygen content of the flue gas has a The water drains from the auxiliary boiler furnace drain and the economiser
direct influence on the formation of sulphuric acid. With a slight air surplus the Note: The discharge of boiler washing water overboard must only take place
exhaust gas inlet box are led to two washing water drain tanks. The tanks have
condensation point of sulphuric acid falls, and the risk of corrosion decreases. in areas where such discharge is permitted. The bridge must be consulted
a capacity of 2m3. Each economiser has a drain tank located below the exhaust
QGTC
before any such discharge is made.
gas inlet box and the drains from each auxiliary boiler is led to the tank below
Since fuel oil contains ash and soot generated in connection with burning, the their respective economiser.
heating surfaces of the boiler slowly become dirty in service. This causes the
temperature of flue gases to rises. If the temperature of flue gases is 220°C when Washing water enters the first section of the soot collecting tanks via a filter
the boiler is clean, the boiler must be cleaned before the flue gas temperature which comprises of a sack filled with filter material. The first section is a
reaches 250°C. A rise of 15°C in flue gas temperature means approximately filtering compartment and solid debris is allowed to settle to the tank’s floor.
one per cent increase in fuel consumption. The water then flows over a weir into the second section. Both sections can be
drained to the bilge holding tank or discharged overboard using an eductor. The
Note: It is recommended that the boiler is cleaned when the flue gas eductor is powered by water supplied from the fire water line. Contaminated
temperature rise is 15°C to 20°C, or every three months. water should not be discharged overboard; solid waste should be removed from
the soot drain tanks and disposed of at the appropriate facilities ashore. The
The boiler can be cleaned mechanically or by washing with water. Mechanical tank and system valves are listed below:
cleaning is carried out by using a tube brush after first removing the tube
turbulators. It is important to remove all the soot, since any remaining will Description Valve
absorb moisture and corrode the boiler. After cleaning the fire tubes it is
No.1 auxiliary boiler furnace drain valve C16
essential to remove any ash from the other heating surfaces.
No.2 auxiliary boiler furnace drain valve C16
Water cleaning is carried out when the boiler has cooled to below 100°C; when No.1 soot drain tank inlet valve GE400F
cleaning with water it is not necessary to remove the tube turbulators. Before No.1 soot drain tank outlet valves GE430F
starting the washing process, the furnace drain line must be checked to ensure GE431F
that the dirty water can drain away easily from the boiler. Water washing takes No.2 soot drain tank inlet valve GE402F
place via the connection to the smoke box at the top of the boiler. Washing
No.2 soot drain tank outlet valves GE432F
continues until the water flowing out of the boiler is clean. After cleaning, the
GE433F
furnace drain valve must be closed; details regarding the collecting system for
the dirty water are given below. Once a year the turbulators must be removed Soot drain tank drain line outlet valve to primary dirty bilge GE434F
and cleaned; the furnace is cleaned by scraping and brushing twice a year. tank

Illustration 2.3.1a Condensate and Drains System Incinerator To Cargo

For G/E Side From Incinerator Waste Oil No.1 No.2 Machinery System
Key Steam Tracing Waste Oil Service Service Calor- Calor-
Line Steam Tracing Tank ifier ifier
Feed Water ST ST Upper Deck
Auxiliary Boiler 205F 206F
Air From No.3,4 G/E FO ST ST
Waste Oil Heater
Steam Line Steam Tracing 248F 204F
From Air
Condensate From No.1 and No.2 Generator Handling Unit
FO Line Steam Tracing ST
Electrical Signal From IGG Steam 198F
From Auxiliary Boiler Drum Heating
Drain Separator
FO LS HFO No.2 HFO HFO HFO

Main LO Main LO HFO HFO No.2 HFO
Overflow Storage Storage Service Settling To
Settling Settling Settling Service Storage
Tank Tank (P) Tank (P) Tank (P) Tank (P) Scupper
Tank (P) Tank (S) Tank (S) Tank (S) Tank (S)
Steam From
ST ST ST ST ST ST ST Auxiliary
ST ST ST ST ST ST
SAMSUNG
269F 234F 235F 232F 233F 236F 237F Boilers
208F 207F 212F 211F 210F 209F
No.2 M/E FO Pipe From M/E Jacket FW HFO Purifier Line No.1 M/E FO Pipe
Steam Tracing Steam Tracing (S) ST
To Funnel
MT
Steam Tracing (P) Preheater for No.2 ME 110F
ST253F From Tank to Heater (S)
ME HFO Supply Line Steam Tracing (P) 8-7kg/cm2 POC
From Oily ME HFO Supply Line Steam Tracing (S)
HFO Purifier Line MM032
ME HFO Circulation Line Steam Tracing (P) Water Separator Control
Steam Tracing ME HFO Circulation Line Steam E/P IAS
Air
From Tracing From Bilge Water Preheater From Heater to Tank (S) Tracing (S) PICAHL
From M/E Jacket Engine Room From Tracing MT MT MM032
for Oily Water Separator
From M/E FO ST264F
FW Preheater Sludge Drain (P)
Heaters for ST258F ST262F HFO Drains (P) From M/E FO
ST252F for No.1 ME Between Sludge Pump ST010F ST009F ST011F
QGTC
ST224F ST220F Heaters for
No.2 ME and Sludge Tanks
ST ST G/E HFO Supply Line (P) No.1 M/E
ST257F ST012F
260F 261F ST ST No.1 HFO Transfer Pump ST ST ST219F
For No.1 G/E HFO Circulation Line (P) 223F 222F M/E FO Auto To Steam
HFO Purifier Line 266F 267F Suction / Discharge
M/E FO Auto Filter Filter and Service
Steam Tracing Steam Tracing PIC POC
E/P IAS
and Bypass Filter Bypass Filter MM031 MM031
From Tank to Heater (P) No.2 ME No.1 ME From Tracing Control
From Tracing for No.1 M/E Air
HFO Purifier Line Air Cooler Air Cooler
Chemical Chemical G/E FO G/E HFO Supply Line (S)
From G/E FO Steam Tracing
ST239F ST243F Cleaning Tank Cleaning Tank Heaters for ST214F ST218F G/E HFO Circulation Line (S)
Heaters for From Heater to Tank (P)
No.3,4 G/E No.1,2 G/E ST225F
Boiler WO
ST238F ST ST ST213F ST216F ST217F From Sludge
Service Line
For No.3 and No.4 241F 242F G/E FO Auto Dewatering Unit Heater
Engine Room
G/E FO Auto Filter ST231F Filter and (S) FO / LO
Sludge Drain (S)
and Bypass Filter Bypass Filter ST Purifier
No.2 HFO Transfer Pump Discharge (P) Separated for No.1 and No.2 G/E 229F Common ST ST
ST251F From No.2 Fresh
Bilge Sludge Tank 004F 015F
No.2 HFO Transfer Pump Suction (P) Water Generator
(P) FO / LO Oil Tank ST
Boiler HFO Service Line FO
ST250F Purifier Drain Tank 001F
From Aux Common From Fresh ST ST
LAH
MT
Boiler ST245F Sludge Tank Water Service BC027 005F 006F
WG143F From Cargo
FO Heaters OBS Drain Cooler,
ST244F To No.2 To To No.1 Tank TI
Fwd HFO
Boiler Feed Water Pumps WG144F WG
Boiler Feed Water Pumps Auxiliary Boiler Auxiliary Auxiliary Boiler (0.3m3) Tanks and Glycol
MC MC for No.1 Auxiliary Boiler 152F
for No.2 Auxiliary Boiler PI PP091 PI PS Boilers PS PI PP087 PI
(11m3/h x 14kg/cm2)
SIAH
BC BC Heaters Drain
BC024
(11m3/h x 14kg/cm2) LAL Cascade / 004F 003F TI SD001F
SB BC026
Set: 10.5kg/cm2 Filter Tank TC
SB005F SB103F SB109F SB101F SB007F Set: 10.5kg/cm2 003F SD
No.2 No.2 SB002F TI (10m3)
AUTO AUTO PI
003F
CH-VR CH-VR
SB123F SB121F SB001F
TI
XA
XA BC
PP088 106F 108F PP085
005 Vacuum
From Steam Breaker Atmospheric SD002F
SB004F MC SB102F SB100F MC SB006F Dump / Drain
PP088 No.1 No.1 PP086 Service
ST195F ST196F Condenser
SB122F SB120F
ST197F To Scupper

2.3 Condensate and Feed Systems Oil Contamination • Separator bilge oil tank
• Main engine scavenge air cooler chemical cleaning tanks
2.3.1 Condensate and Drains System The condensate is monitored for hydrocarbons, as there is a possibility of
contamination from leaking heating coils inside fuel oil and LO tanks or from • Main engine and generator engine HFO automatic and bypass
the various FO heat exchangers. If contamination is detected, an alarm will be filters
Atmospheric Dump/Drain Condenser activated through the IAS. As oil has entered the observation tank it should be • Main engine jacket cooling water preheater
Manufacturer: DongHwa Entec assumed that some oil could also have passed into the boiler. The observation
tank should be manually scummed through valve BC003F and steps should be • No.2 fresh water generator
No. of sets: 1
taken to skim any possible contamination from the boiler. A water test must be • Cargo drain cooler and glycol heater
Type: Horizontal shell and tube
carried out to monitor any effect the possible contamination of the boiler water
Model: 42m² feed might have had. The feed water treatment should be adjusted in line with
Capacity: 1,630/6,540kg/h (drain/steam) any change in boiler water condition. If the contamination is heavy, the boiler Procedure for Preparing the Cascade Tank for Operation
should be shut down for examination of the internal spaces.
The cascade tank must be in use before the auxiliary boilers are filled for the
Introduction The source of the contamination must be traced and after repair, the drain line first time:
SAMSUNG
of the defective service should be flushed through until clean. The atmospheric
The condensate system is part of the steam generating cycle and is the section condenser, cascade tank, salinometer and the oil content monitor probe should a) Open all pressure gauge and instrumentation valves.
concerned with the return of the condensate from the various consumers also be cleaned and the monitoring and alarm systems checked.
back to the feed filter (cascade) tank, or through the atmospheric dump/drain b) Fill the cascade tank from the distilled water tank using the level
condenser to the cascade tank. The condensate is then drawn from this tank by Drains System control valve bypass valve, WG143F, if required.
the boiler feed water pumps and returned to the auxiliary boilers.
Steam supplied for heating purposes to a heater element or trace heating line The level control inlet valve WG144F should be open and the level control
The level in the cascade tank is monitored by both high and low level alarms and gives up maximum heat when it condenses back to water, and the aim of any valve operational. The level control bypass valve should be closed once the
is maintained by adding make-up water supplied from the fresh water service heating system of this type is to ensure that only condensed steam (condensate) tank is full.
QGTC
system via a float-operated level control valve. The condensate condition is returns to the atmospheric condenser which therefore acts as a drain cooler.
continuously monitored by a salinometer which is located on an outlet from All drain outlets from heating lines are fitted with a drain trap, which only c) Check the operation of the level control valve and ensure it is
the cascade tank to the boiler feed water pump suction manifold. The outlet to allows water to pass and therefore keeps the steam in the heating line until it functioning correctly.
the salinometer is situated above the main outlet to the feed pump and water is has condensed. A defective drain trap is indicated by steam returning to the
drawn past the measuring probe from higher in the cascade tank. atmospheric condenser, and the defective drain trap can be traced by the fact d) Check the atmospheric condenser cooling water supply. Ensure
that its return line will be abnormally hot as it will contain steam. that cooling water is flowing through the atmospheric condenser
Steam from the main steam line is dumped to the atmospheric dump/drain and that the unit is vented.
condenser if the pressure in the main steam rises. The atmospheric condenser The following services return condensate to the cascade tank through the
is cooled by fresh water which is supplied from the starboard central fresh atmospheric condenser: e) Set up the valves as shown in the following table:
water cooling system. The drains from the engine room condensate system
flow to the atmospheric condenser, but the condenser can be bypassed with • Boiler heating coils
Condensate System
the condensate going directly to the cascade tank if required. The returning • HFO storage, settling and service tanks
condensate from the cargo drain cooler, the forward HFO tank heating coils Position Description Valve
• Calorifiers
and the glycol heater are all fed directly to the cascade tank. Open Atmospheric condenser inlet valve from engine SD001F
• Tracing heating for main engine and generator engine FO lines
room condensate system
Condensate from the atmospheric condenser and cargo drain cooler enters • Air handling unit
the cascade tank via the observation tank. The observation tank is equipped Closed Engine room condensate atmospheric condenser SD003F
with an inspection window and the condensate is monitored for hydrocarbon • Main LO settling tanks bypass valve
contamination by an oil detection system. The observation tank can be fully • Boiler, main engine and generator engine FO units Open Atmospheric condenser drain valve to feed tank SD002F
drained via valve BC004F. The overflow weir in the observation tank to the Closed Observation tank drain valve BC004F
cascade tank reduces the risk of any oil being carried over into the feed system. • Incinerator waste oil service tank
Closed Observation tank scum valve BC003F
Supplementary heating of the cascade tank comes from a steam injector which • FO overflow tank Operational Cascade tank steam injector control valve
is supplied from the 7.0kg/cm2 steam system. The cascade tank is located on
• FO / LO purifier common sludge tanks Closed Cascade tank steam injector control valve inlet ST195F
the 3rd deck in the engine room and the boiler feed water pumps on the 4th
deck; this arrangement provides the feed pumps with a positive inlet head at • Oily water separator, bilge water preheater and sludge dewatering valve
the pump suction. unit


Waste Oil Heater
From Air
Drain Separator

Steam From
ST ST ST ST ST ST
269F 234F 235F 232F 233F 236F 237F Boilers
SAMSUNG
208F 207F 212F 211F 210F 209F
To Funnel
MT
Air
From M/E FO ST264F
ST252F for No.1 ME Between Sludge Pump ST224F ST220F ST010F ST009F ST011F
No.2 ME Heaters for
QGTC
and Sludge Tanks No.1 M/E
ST257F ST ST G/E HFO Supply Line (P) ST012F
E/P IAS
No.3,4 G/E No.1,2 G/E ST225F
Boiler WO
Service Line
Engine Room
Sludge Drain (S)
LAH
MT
WG143F From Cargo
Fwd HFO
(11m3/h x 14kg/cm2)
SIAH
BC BC Heaters Drain
BC024
SB BC026
No.2 No.2 SB002F TI (10m3)
AUTO AUTO PI
003F
CH-VR CH-VR
TI
XA
XA BC
PP088 106F 108F PP085
005 Vacuum
SB122F SB120F
ST197F To Scupper

Position Description Valve Description Valve Description Valve

Open Cascade tank steam injector control valve outlet ST196F Main LO settling tank port heating coil ST208F No.3 and No.4 generator engine FO heater drain trap inlet ST241F
valve HFO service tank starboard heating coil ST211F valve
Closed Cascade tank steam injector control valve bypass ST197F HFO settling tank starboard heating coil ST212F No.3 and No.4 generator engine FO heater drain trap outlet ST242F
valve HFO service tank port heating coil ST236F valve
Open Cascade tank outlet valve to salinometer SB002F HFO settling tank port heating coil ST237F No.3 and No.4 generator engine FO heater drain trap bypass ST243F
Open Salinometer outlet valve SB003F valve
No.2 HFO storage tank starboard heating coils ST209F
Open Cascade tank main outlet valve to the boiler water SB001F ST210F No.3 and No.4 generator engine No.1 FO heater ST238F
feed pumps No.2 HFO storage tank port heating coils ST232F No.3 and No.4 generator engine No.2 FO heater ST239F
ST233F No.1 and No.2 generator engine FO auto filter and bypass
f) Set the temperature controller on the filter tank to 90° and filter
Low sulphur HFO storage tank (port) heating coils ST234F
supply steam to the steam injection control valve by opening the No.3 and No.4 generator engine FO auto filter and bypass
ST235F
inlet valve, ST195F. filter
No.1 main engine jacket water heater ST252F
SAMSUNG
No.2 main engine jacket water heater ST253F Auxiliary boiler No.1 FO heater ST244F
g) Switch on the salinometer and check that it is working
correctly. No.1 main engine air cooler chemical cleaning tank heating ST267F Auxiliary boiler No.2 FO heater ST245F
coil FO overflow tank heating coil ST269F
h) The auxiliary boiler water feed pumps can now be prepared No.2 main engine air cooler chemical cleaning tank heating ST266F Separated bilge oil tank heating coil ST231F
for service. Refer to Section 2.3.2, Boiler Feed Water System, coil FO drain tank heating coil ST251F
below. Oily water separator bilge water preheater ST264F No.2 fresh water generator
Oily water separator SD007F No.1 main engine FO system trace heating
Procedure for Preparing the Drains System for Operation Sludge dewatering unit heater ST225F No.2 main engine FO system trace heating
QGTC
FO/LO purifier common sludge tank starboard ST229F Generator engine side trace heating
a) Ensure that pressure gauges and instrumentation valves are open
FO/LO purifier common sludge tank port ST250F
and that the instruments are working correctly. Ensure the oil Other condensate drain valves serve heating lines for the following fuel and
detection equipment in the observation tank is operational. No.1 main engine FO heater drain trap inlet valve ST222F
waste oil services:
No.1 main engine FO heater drain trap outlet valve ST223F
b) Ensure that the atmospheric condenser and cascade tank are No.1 main engine FO heater drain trap bypass valve ST224F Description Valve
operational, refer to the description above. No.1 main engine No.1 FO heater ST219F No.1 HFO transfer pump suction
No.1 main engine No.2 FO heater S220F No.1 HFO transfer pump discharge
c) The various services can now be put into operation by setting up
the valves as shown in the following table. This assumes that all No.2 main engine FO heater drain trap inlet valve ST260F No.2 HFO transfer pump suction
drain trap test valves are closed: No.2 main engine FO heater drain trap outlet valve ST261F No.2 HFO transfer pump discharge
No.2 main engine FO heater drain trap bypass valve SS262F HFO drains starboard
Condensate Drain System No.2 main engine No.1 FO heater ST257F HFO drains port
No.2 main engine No.2 FO heater ST258F HFO purifier heater line from tank to heater starboard
Description Valve
No.1 main engine FO auto filter and bypass filter HFO purifier heater line from heater to tank starboard
No.1 auxiliary boiler heating coils ST016F
No.2 main engine FO auto filter and bypass filter HFO purifier heater line from tank to heater port
No.2 auxiliary boiler heating coils ST017F
No.1 and No.2 generator engine FO heater drain trap inlet ST216F HFO purifier heater line from heater to tank port
IGG steam drain separator valve
Cargo drain cooler, forward HFO tanks and glycol heaters No.1 main engine HFO supply line
No.1 and No.2 generator engine FO heater valve outlet valve ST217F
No.1 hot water calorifier ST205F No.1 main engine HFO circulation line
No.1 and No.2 generator engine FO heater drain trap bypass ST218F
No.2 hot water calorifier ST206F valve No.2 main engine HFO supply line
Air handling unit No.1 and No.2 generator engine No.1 FO heater ST213F No.2 main engine HFO circulation line
Incinerator waste oil service tank heating coil ST204F No.1 and No.2 generator engine No.2 FO heater ST214F No.1 and No.2 generator engine HFO supply line
Main LO settling tank starboard heating coil ST207F No.1 and No.2 generator engine HFO circulation line


Waste Oil Heater
From Air
Drain Separator

Steam From
ST ST ST ST ST ST
269F 234F 235F 232F 233F 236F 237F Boilers
SAMSUNG
208F 207F 212F 211F 210F 209F
To Funnel
MT
Air
From M/E FO ST264F
ST252F for No.1 ME Between Sludge Pump ST224F ST220F ST010F ST009F ST011F
No.2 ME Heaters for
QGTC
and Sludge Tanks No.1 M/E
ST257F ST ST G/E HFO Supply Line (P) ST012F
E/P IAS
No.3,4 G/E No.1,2 G/E ST225F
Boiler WO
Service Line
Engine Room
Sludge Drain (S)
LAH
MT
WG143F From Cargo
Fwd HFO
(11m3/h x 14kg/cm2)
SIAH
BC BC Heaters Drain
BC024
SB BC026
No.2 No.2 SB002F TI (10m3)
AUTO AUTO PI
003F
CH-VR CH-VR
TI
XA
XA BC
PP088 106F 108F PP085
005 Vacuum
SB122F SB120F
ST197F To Scupper

Description Valve
No.3 and No.4 generator engine HFO supply line
No.3 and No.4 generator engine HFO circulation line
Boiler HFO service line
Incinerator waste oil service line
Sludge pump suction line from purifier sludge tanks
Engine room sludge drain starboard
No.1 and No.2 generator engine HFO lines
No.3 and No.4 generator engine HFO lines
Engine room sludge drain port
Boiler waste oil service line
Excessive temperature at the atmospheric cooler indicates a defective drain
SAMSUNG
trap somewhere in the system. Fault finding is carried out by identifying a line
running excessively hot or by isolating each service in turn until the defective
trap has been located.
The temperature in the cascade tank should be maintained at approximately

90°C. To assist in maintaining this temperature, the bypass valve SD003F
from the engine room condensate system can be cracked open to regulate
the temperature of the returns from the atmospheric condenser. However,
temperature control of the cascade tank temperature is normally performed by
QGTC
the live steam injection into the cascade tank.

Illustration 2.3.2a Boiler Feed Water System Funnel Top To Cargo

Machinery System
Upper Deck

(2 ton/h x 8kg/cm2)
ST
MT
To 110F
ST008F Scupper
10kg/cm2 10kg/cm2
ST014F ST013F
PI PIAH ST C55 C12 C1 C1 C2 C14 MT MT C14 C2 C12 C55 ST018F PIAH PI POC
MM036 C10 C10 C1 C1 C9 MM034 MM032
019F IAS
ST003F ST002F E/P
8k - 7k Control Air
C9 C131 Control Control C131 PICAHL
SB C15 C15 SB262F C8 C8 MT MT MM032
C8 C8 263F Air Air
C53
C7 C7 C53 C7 C7 ST ST ST
ST C21 C21 ST 010F 009F 011F
C3 C4 W1 W1 C4 C3
021F 020F
To
SAMSUNG
To Scupper ST012F
POC PIC
MM031 MM031 Service
SB SB IAS E/P
SB C9 C9 MT
BC016 BC014
TRIP TRIP BC003 BC005
ST ST ST
C7 C8 ABN C25 ST017F ST016F C25 ABN C7 C8
WG TI
145F RUN C26 C26 RUN
QGTC
PI
TI
155F WG146F
Drain Cooler
SD002F

DPS
PI PI PI PI
DPS Set: 1.5kg/cm2
XA XA
PP095
Key PP097 PI PI
PP096
No.1 PP093
WF WF 203F 202F 172F 173F LAH
179F 178F BC027
Air SB204F WG143F
Steam Observation
(11m3/h x 14kg/cm2) MC MC SIAH
PI PP091 PI PS PS PI PP087 PI
Electrical Signal for No.1 Auxiliary Boiler LAL Cascade / 004F 003F
SB BC026
003F SB002F
10.5kg/cm2 SB005F No.2 SB103F SB109F SB101F SB007F TI (10m3)
No.2
AUTO AUTO Set:
SB123F SB121F BC
XA
XA
PP088 106F 108F PP085
005 Vacuum
From Steam Breaker
SB301F SB300F SB004F No.1 SB102F SB100F No.1 MC SB006F Service
To / From Low Temperature MC PP086 ST195F ST196F
Cooling Fresh Water System PP088 To Scupper

2.3.2 Boiler Feed Water System SB104F and SB105F for the No.1 and No.2 boilers respectively must be closed Position Description Valve
to allow the feed water to flow through the meter.
Closed No.2 auxiliary boiler No.2 feed pump discharge SB123F
Auxiliary Boiler Feed Water Pump valve to common auxiliary feed water line
Procedure for Preparing the Auxiliary Boiler Feed System for
Manufacturer: Shinko Industries Ltd. Operation Open No.2 auxiliary boiler feed pump main feed water SB109F
No. of sets: 4 discharge manifold discharge valve to the cascade
The following procedure assumes that the No.1 auxiliary boiler feed water tank
Type: Horizontal two-stage centrifugal
pump is set as the duty pump on each boiler’s feed water system. Open No.1 economiser capacity flow meter bypass valve SB104F
Model: SHQ50MH
Open No.2 economiser capacity flow meter bypass valve SB105F
Capacity: 11.0m3/h x 14.0kg/cm2 a) Ensure that the pressure gauge and instrumentation valves are
Rating: 440V, 15kW at 3,600 rpm open and that the boiler’s gauge glasses and level transmitters
No.1 Auxiliary Boiler
are fully operational. Ensure the control air supply is available
and check that the feed regulator valve is fully operational. Position Description Valve
Introduction
Operational Feed water regulating valve W1
b) After ensuring that all blowdown/drain valves are closed and
SAMSUNG
The boiler feed system is the section of the steam generating plant which Open Main feed line check valve C4
the air valve is open, set up the valves in accordance with the
returns the feed water from the cascade tank to the auxiliary boilers. Two boiler following tables: Open Main feed line boiler isolating valve C3
water feed pumps serve each auxiliary boiler, with one pump in operation; the Closed Dosing pump discharge line isolating valve SB350F
second pump acts as a standby unit and will be started by a pressure switch if Closed Auxiliary feed water check valve C4
the operating pump fails. To prevent the feed pumps from overheating when Feed System Valves
the feed regulator valve is closed-in during low steam demand, a recirculation Closed Auxiliary feed line boiler isolating valve C3
Position Description Valve Open Gauge glass inlet valve C17
valve is fitted after the feed pumps. This allows feed water to return to the
Open Cascade tank main outlet valve SB001F C18
cascade tank via an orifice plate.
Open Cascade tank outlet valve to salinometer probe line SB002F Open Gauge glass inlet valves (x2) C187
QGTC
Two groups of feed water valves are mounted on the boilers, each group Open Salinometer probe line outlet valve SB003F
comprises a shut-off valve and a non-return (check) valve. The feed water is Open No.1 auxiliary boiler No.1 feed pump suction valve SB006F No.2 Auxiliary Boiler
normally supplied to the boiler through the feed water automatic regulating Open No.1 auxiliary boiler No.1 feed pump discharge SB100F
valve, but it can also be supplied using a separate auxiliary line. The regulating valve to main feed water line Position Description Valve
valve is controlled by the level of water in the boiler and will open and close Operational Feed water regulating valve W1
Closed No.1 auxiliary boiler No.1 feed pump discharge SB120F
to adjust the feed rate to maintain the correct level in the boiler. The auxiliary
valve to common auxiliary feed water line Open Main feed line check valve C4
feed line is used if the automatic regulator is inoperative. The auxiliary feed
water system requires manual control of the boiler inlet valve to maintain the Open No.1 auxiliary boiler No.2 feed pump suction valve SB007F Open Main feed line boiler isolating valve C3
correct level. All four auxiliary boiler feed pumps discharge into a common Open No.1 auxiliary boiler No.2 feed pump discharge SB101F Closed Dosing pump discharge line isolating valve SB351F
auxiliary feed water manifold which serves both boilers. The boiler feed water valve to main feed water line Closed Auxiliary feed water check valve C4
regulating system is described in Section 2.2. Closed No.1 auxiliary boiler No.2 feed pump discharge SB121F Closed Auxiliary feed line boiler isolating valve C3
valve to common auxiliary feed water line Open Gauge glass inlet valve C17
Boiler water chemical treatment is administered by the chemical dosing units Open No.1 auxiliary boiler feed pump main feed water SB108F C18
which inject the chemicals directly into the main feed pump discharge line. discharge manifold discharge valve to the cascade
One dosing unit is provided for each boiler, see Section 2.3.3, Water Sampling Open Gauge glass inlet valves (x2) C187
tank
and Treatment System, for details of the chemical treatment system.
Open Common auxiliary feed water discharge manifold SB106F c) Start one of the auxiliary boiler feed pumps for each boiler and
discharge valve to the cascade tank fill the boilers until a level of 100-150mm appears in both gauge
Boiler water samples are taken via valve C9 on the auxiliary boilers and
economisers, the water is then passed through the sample cooler. After Open No.2 auxiliary boiler No.1 feed pump suction valve SB004F glasses on the boilers. The pumps can be controlled from the
chemical analysis, chemical treatment can be added to the boiler’s water by Open No.2 auxiliary boiler No.1 feed pump discharge SB102F IAS screen in the ECR.
the dosing pumps, which are connected into the feed water line after the feed valve to main feed water line
regulating valves. Closed No.2 auxiliary boiler No.1 feed pump discharge SB122F d) Stop the auxiliary boiler feed pumps.
valve to common auxiliary feed water line
Fitted in the feed water supply lines to each boiler are blanked-off connections Open No.2 auxiliary boiler No. 2 feed pump suction valve SB005F
that can be used to temporarily connect an economiser capacity measuring flow
Open No.2 auxiliary boiler No.2 feed pump discharge SB103F
meter. If this is connected to determine the plant’s efficiency, the line valves
valve to main feed water line

Illustration 2.3.2a Boiler Feed Water System Funnel Top To Cargo

Machinery System
Upper Deck

(2 ton/h x 8kg/cm2)
ST
MT
To 110F
ST008F Scupper
10kg/cm2 10kg/cm2
ST014F ST013F
PI PIAH ST C55 C12 C1 C1 C2 C14 MT MT C14 C2 C12 C55 ST018F PIAH PI POC
MM036 C10 C10 C1 C1 C9 MM034 MM032
019F IAS
ST003F ST002F E/P
8k - 7k Control Air
C9 C131 Control Control C131 PICAHL
SB C15 C15 SB262F C8 C8 MT MT MM032
C8 C8 263F Air Air
C53
C7 C7 C53 C7 C7 ST ST ST
ST C21 C21 ST 010F 009F 011F
C3 C4 W1 W1 C4 C3
021F 020F
To
SAMSUNG
To Scupper ST012F
POC PIC
MM031 MM031 Service
SB SB IAS E/P
SB C9 C9 MT
BC016 BC014
TRIP TRIP BC003 BC005
ST ST ST
C7 C8 ABN C25 ST017F ST016F C25 ABN C7 C8
WG TI
145F RUN C26 C26 RUN
QGTC
PI
TI
155F WG146F
Drain Cooler
SD002F

DPS
PI PI PI PI
DPS Set: 1.5kg/cm2
XA XA
PP095
Key PP097 PI PI
PP096
No.1 PP093
WF WF 203F 202F 172F 173F LAH
179F 178F BC027
Air SB204F WG143F
Steam Observation
(11m3/h x 14kg/cm2) MC MC SIAH
PI PP091 PI PS PS PI PP087 PI
Electrical Signal for No.1 Auxiliary Boiler LAL Cascade / 004F 003F
SB BC026
003F SB002F
10.5kg/cm2 SB005F No.2 SB103F SB109F SB101F SB007F TI (10m3)
No.2
AUTO AUTO Set:
SB123F SB121F BC
XA
XA
PP088 106F 108F PP085
005 Vacuum
From Steam Breaker
SB301F SB300F SB004F No.1 SB102F SB100F No.1 MC SB006F Service
To / From Low Temperature MC PP086 ST195F ST196F
Cooling Fresh Water System PP088 To Scupper

CAUTION
Care should be taken when filling the boiler not to empty the cascade
tank, as running the pumps without water will cause damage to the
pump’s shaft seal, impeller and casing.
e) Visually check around the boilers and check for any water leaks,
paying special attention to any areas where work is known to
have been carried out.
The boilers are now sufficiently full of water and ready to commence the firing
procedure. Initial firing should be carried out with no feed pump running. As
the water level starts to fall when steam generation commences, the feed pumps
can be started to maintain the correct level.
SAMSUNG
Note: Care should be taken when the boilers are being flashed from cold not
to over-supply feed water to the boiler. Although the feed regulators may be
functioning normally, the actual feed valve may leak past, providing more
water than is required at the low firing rates required at start-up.
Firing the Steam System from Cold
It should be noted that the operation of the steam systems (Sections 2.2.4
QGTC
and 2.2.5), the condensate system (Section 2.3.1), and the boiler feed system
(Section 2.3.2) are all inter-linked. These systems would normally be shut
down and brought into use together as the boilers are brought on line.
To achieve a co-ordinated run-up of these systems the steam system (with the
exception of the main boiler stop valves) and drains system will normally be
left in the fully operational condition. All drain valves would be open when the
boilers are shut down, so when the boilers are flashed, steam and the resulting
condensate, can permeate both systems as the steam pressure rises. This will
achieve the same result without the need to individually start these systems.
The condensate system and the boiler feed systems may well be shut down
completely, especially if maintenance is to be carried out on the boilers.
The five systems should be brought into use together and as such, all five
systems should have their valve set-ups checked simultaneously prior to the
initial flashing of the boilers. All comments in the procedures for the operations
of these systems still apply and should be read in conjunction and understood
with respect to each other.
Once satisfied that the auxiliary systems listed are ready for the firing
sequence, the auxiliary boilers can be fired using the procedure outlined in
Section 2.2.1.

2.3.3 Water Sampling and Treatment System The treatment chemicals are added directly to the boilers by the chemical The main components of the chemical dosing pumps are the operating panel,
dosing pumps; each boiler is equipped with a pump and mixing tank. The the liquid end and the power end. The working principle of the pump is that
chemicals are mixed with water which is supplied to the tanks from the fresh the injection occurs as a result of pulsed deflections of the dosing diaphragm
Boiler Dosing Equipment
water service system. The dosing pumps inject the treatment mixture into the within the liquid end. This causes a pressure differentiation between the suction
Manufacturer: ProMinent boiler water feed line at a point between the feed water regulating valves and side, liquid end cavity, and discharge side. This pressure differentiation also
Model: CNPA1601PPE200A01 the boiler. causes the suction and discharge self-acting valves to open and close, resulting
Capacity: 1.1 litres/h at 18 bar in chemical feed. The dosing diaphragm is driven by an electromagnet,
The chemical dosing pump is a microprocessor controlled solenoid metering which is stimulated and controlled by a microprocessor. The pump feed rate
pump and offers highly accurate metering in the injection of treatment is determined by the stroke length and stroke rate. The stroke length is set
Introduction chemicals. The pump can be controlled manually at the pump control panel. between 0% and 100% using the stroke length adjustment knob. The stroke
rate is adjustable in 10% steps between 0% and 100% using the multifunction
Chemical analysis and treatment of the boiler water is undertaken to prevent switch. When control is via the touch screen the stroke rate is controlled by
corrosion and scale formation in the auxiliary boilers and exhaust gas electrical signals.
economisers; water treatment also prevents the degradation of the steam
quality. Incorrect or inadequate boiler water treatment will seriously damage Procedure for Taking a Sample of Boiler Water
SAMSUNG
the boiler. Frequent testing and treatment is needed in order to reduce the risk
of damage, and even though distilled water is used for boiler feed, the risk of a) Ensure that there is a fresh water cooling supply to the sample
corrosion is present. Illustration 2.3.3a Chemical Dosing Pump Control Panel cooler. Open the sample cooler cooling water inlet valve,
WG145F, and the outlet valve. Ensure that cooling water is
The pH of the boiler water changes in service and oxygen may dissolve in the flowing through the cooler correctly.
water where the feed system is open to the atmosphere. Although maintaining
the feed water temperature at a relatively high value (around 90°C) will b) Open the sample cooler boiler water inlet valve from the
minimise the amount of dissolved oxygen, the problem is ever-present. required boiler, SB302F for the No.1 boiler and SB303F for the
Stroke Length No.2 boiler.
QGTC
Adjusting Knob
Chemical treatment and analytical tests must be undertaken in accordance with
the instructions supplied by the chemical manufacturer, and the treatment must 50 60 c) Ensure that the sample cooler boiler water outlet valve is open.
be added to maintain the chemical levels within an acceptable range. Excessive 40 70
treatment can often result in more severe damage than insufficient treatment. 30 80
d) Open slowly the sampling valve C9 on the selected boiler or
The results of chemical analysis on the boiler water should be recorded so that economiser and allow the boiler water to flow through the
the effects of the treatment added can be monitored over a period of time. 20 90 sample cooler. Ensure that only water is leaving the sample
cooler outlet and not a mixture of steam and water. If the
10 100
Floating material in the boiler can be removed periodically by means of the temperature of the boiler water leaving the sample cooler is too
scum valves on the boilers, whilst dissolved solids can be reduced by blowing 40 50 60 high, reduce the flow of boiler water to the cooler.
some of the water out of the boilers and replacing it with fresh distilled feed Operating
20
30 70
80
Indicator
water. This is called ‘boiler blowdown’ and is accomplished by opening the 10 90
Multifunction
e) After the boiler water has been flowing for approximately one
boiler blowdown valves located at the lower part of the boilers. The scum and EXTERN
STOP
100
Switch minute, collect a sample of the boiler water for analysis.
blowdown lines connect to the same blowdown pipe which connects to an TEST
overboard discharge located below the ship’s waterline. f) Close the boiler sampling valve and the sample cooler inlet
External Operating valve. After a delay, close the sample cooler cooling water
Terminal
The auxiliary boilers are provided with a water sampling connection, the outlet valves.
from this being directed to a sample cooler, which is cooled by water from the Mains Float Switch
fresh water service system. When taking a sample of water from one of the Power Supply Connector g) Analyse the sample of boiler water in accordance with the
boilers the water must be allowed to run from the boiler for some time in order instructions of the chemical treatment supplier and record the
to ensure that a truly representative sample is being obtained. The sampling information. Add chemical treatment to the boiler feed water
valve on the boilers is located so that it will produce a representative sample, using the dosing units as required.
but old water in the lines and cooler must be flushed away. Boiler water should
be tested at least twice a week. The instructions supplied by the water treatment
test kit suppliers must be followed precisely in order to ensure that the boiler
water is correctly treated. Chemical treatment is introduced into the feed water
supply by means of the dosing pumps.

WARNING e) After blowing down the boiler, close the ship’s side valves.
The sampling lines from the boilers are under boiler pressure and the
temperature of the water being drawn from the boiler is very high. Care WARNING
must be taken when operating the sampling equipment and the cooling It is very important to open the ship’s side valves before opening the
water supply must be confirmed to be flowing before the boiler sample boiler blowdown valves. If the boiler blowdown valves are opened first,
valve is opened. the entire blowdown line from the boiler to the ship’s side valve will be
subjected to full boiler pressure. Any defects in this pipeline will result in
scalding boiler water being released at pressure into the engine room.
Chemical Treatment Supply to the Boiler Feed Water
CAUTION
After analysis of the boiler water, a decision must be made as to the amount and If emptying a boiler or economiser for internal inspection, the boiler
type of chemicals which are to be added to the boiler feed water. The chemical must not be blown down to zero pressure. This will form a vacuum in
treatment supplier’s instructions must be followed precisely as under-treatment the boiler and act to draw sea water back into the boiler if the ship’s side
or over-treatment can result in boiler damage. non-return valve is defective or has stuck in the open position.
SAMSUNG
WARNING
When handling boiler treatment chemicals, great care must be taken
and the appropriate protective clothing must be worn. The protective
clothing includes goggles to protect eyes. The manufacturer’s instructions
regarding safe handling, first aid and spills should be read before
handling the chemicals.
QGTC
Boiler Blowdown
If the level of dissolved solids in the boiler water is too high, some of the
water must be removed from the boiler and replaced with water from the
distilled water tank. The procedure for blowing down the boilers safely must
be followed. If the ship is in port, the bridge must be consulted to ensure that
blowing down the boilers will not cause danger, and if divers are in the water,
checks must be made to ensure they are not working in the area close to the
overboard discharge.
Procedure for Blowing Down the Auxiliary and Exhaust Gas

Boilers
The blowdown procedure must be performed during low load:
a) If the ship is in port, check with the bridge that it is safe to blow
down the boilers.
b) Open the ship’s side blowdown valves SB300V and SB301F.
c) Ensure that the boiler or economiser to be blown down is filled

to the high water level.
d) Slowly open the boiler blowdown valves, C8 then C7, and

reduce the water level to the normal position. Close the
blowdown valves.

Illustration 2.3.4a Distilled Water Transfer and Distribution System
To Accommodation To / from To Accommodation

Service Accommodation Service and Deck Service Funnel
Casing
To Distilled Water Sink with Electric Water Boiler Engine Room W/C C Deck WG170F WG171F Top To Fresh
Tank (S) Water
W/B
WP058F WH010F WH011F WG174F Tank (P)
A Deck (P)
WG351F Service WG566F A Deck (S)
To Water Fountain WG567 F Service
Near Engine Upper Deck
Control Room WP054F To Sludge Upper Deck WG350F
(P) Service WG565F
WH WH WH WH Dewatering Unit To HT CFW
Fresh Water 005F 007F 006F 004F WG564F (S) Service LI
To Water Fountain To Cascade Tank Expansion Tanks
Tank Potable Water
(301.2m3)(P) (3rd Deck) PI
Fresh Water Filling To Waste Management
WP055F PI PI
2nd Deck (P) Room (A Deck)
LIAHL LI No.2 3rd Deck Distilled Water
MM185 Service WG111F To Low Temperature
To Water Fountain MC MC Service (P) Tank (301.2m3)(S)
PP112 PP111 WG112F CFW Expansion Tanks
WG (4th Deck) WP056F TI PI TI
No.1 Sewage Treatment To No.3/4 G/E Economisers LIAHL
SAMSUNG
009F WP PI PI
Nozzle Cooling
MM186
Plant Dilution Water WG103F W. Washing
001F No.2 No.1 Near Sewage Unit (P)
PS XA XA
WH WH 2nd Deck (S)
AUTO PS
MM110 MM109
Treatment Plant SP
009F 008F
BC ST/SP PI 3rd Deck (S) WG105F WG104F Service WG WG008F 001F
002F Ultraviolet WH 4th Deck Service (P) To No.1/2 G/E Nozzle 050F
WH003F WH002F To No.2 ME A/C WG114F
MC
PP110
Ray Steriliser 001F Chemical Cleaning Cooling Unit (S)
Drink WP050F WP053F BC
No.2 Scupper Calorifiers with Hot Water Scupper Tank (P) 4th Deck Service (S)
Water In Engine Room W/S WG 001F
Hydro- Circulation Pumps (1m3/h x 1kg/cm2) To No.2 FW Generator WG108F WG106F
PS No.1/2 G/E T/C 051F
WP002F phore WP AUTO Priming Water (P)
WP PS ST/SP Cleaning (S)
Tank 051F 052F To Oily Water Separator
PI To Boiler W. Near Exhaust
WP003F No.1 (1m3) Near Purifier Gas Seal Pot WG107F
QGTC
MC Sampling Cooler To No.1 ME A/C Chemical
MC Workbench (P) WG115F To Local
S
PP109 Fresh PP107 Cleaning Tank (S)

No.2 To Steering Floor Aft (S) Fire Fighting
Fresh Water Pumps Water
Gear Room WG153F System
(5m3/h x 7kg/cm2) Scupper Hydro- To FO/LO Purifier Near Purifier Workbench (S)
phore WG053F Operating W. (P) WG109F To No.1 Stern Tube
No.3/4 G/E To FO/LO Purifier Operating W. (S)
Tank Air Seal Control
Ultraviolet WG T/C Floor Near Unit (S)
Steriliser 100F (1m3) WG054F Cleaning (P) WG113F Sea Chest (P) WG116F
No.1 Floor Near Sea Chest (S) To Stern Tube
XA
MC Fresh Water Pumps Near Exhaust
MM127
PP106 Gas Seal Pot WG110F CFW Tank (S)
Silver Ion (5m3/h x 7kg/cm2)
Steriliser To Inert Scupper
Gas System WP004F
WG PI
006F
Rehardening
Filter
To No.1 Bilge, Fire and General Service
To No.2 Stern Tube SAH XA Fail Fail XA SAH Pump Suction Line for Water
MM112 MM112 MM111 MM111
Air Seal Control Spray Line Rinsing
Unit (P) Salinity Salinity
PI
Detector PI PI Detector
Flow Meter Flow Meter
To Stern Tube
S
WG CFW Tank (P)

003F WG002F WG001F
Floor Aft (P)

Scupper WG154F To Dosing Unit To Dosing Unit
S S Key
WG007F WG Sea Water
004F
Bilge
Air
No.2 Fresh
Water Generator No.1 Fresh Electrical
Water Generator Signal

2.3.4 Distilled Water Transfer and Distribution Procedure for Filling the Distilled Water Tank Distilled Water Distribution System
It has been assumed that the distilled water tank is ready to fill, and that the The distilled water distribution system is described fully in Section 2.14.1, and
Introduction No.1 fresh water generator will be used to fill the tank. the consumers include:
The fresh water generator distillate pumps discharges through a salinometer • Boiler water sampling cooler
a) Prepare the No.1 fresh water generator for operation as described
detector head and flow meter. Positioned before the flow meter is a solenoid • Generator engine turbocharger cleaning
in Section 2.4.3.
valve which opens when the salinometer detects too high a salinity level. The
distillate pump output is then diverted back to the fresh water generator feed • Generator engine nozzle cooling units
b) Set the valves as shown in the following table:
lines. • HT and LT fresh water cooling system expansion tanks
The discharge from the fresh water generators flows to the fresh water tank Position Description Valve • Economiser water washing
(portable, port) and the distilled water tank (starboard) as required. The water Open No.1 fresh water generator distillate pump WG001F • Main engine air cooler chemical cleaning
discharged to the fresh water storage tanks flows through a rehardening filter discharge valve
• FO/LO separators
which increases the hardness and pH value of the water. The water then flows Closed No.2 fresh water generator distillate pump WG002F
• No.2 fresh water generator priming water supply
SAMSUNG
through the silver ion steriliser which doses the water with silver ions, ensuring discharge valve
that the water remains in a sterilised condition during storage. Open Rehardening filter inlet valve WG003F • Stern tube cooling water tanks and air seal control units
Open Rehardening filter outlet valve WG004F • Inert gas system
When filling the distilled water tank, the rehardening filter and silver ion
steriliser are bypassed; the tank is filled directly from the fresh water generators. Set Rehardening filter inlet cock
• Cascade tank
The rehardening filter inlet cock has a right-angled connection and the outlet Set Rehardening filter outlet cock
cock has a three-way connection, allowing them to be positioned such that the Open Silver ion steriliser bypass valve WG007F • Oily water separator
filter may be in service, bypassed or backflushed as required. Distilled water is Closed Silver ion steriliser automatic inlet valve • Engine room and casing washbasin and toilet
used for engine room services such as cooling water system make-up, chemical
Closed Silver ion steriliser outlet valve WG006F • Steering gear room service
QGTC
cleaning, wash-down purposes and boiler feed. It is used in the accommodation
for washing and sanitary purposes. Closed Fresh water tank port direct filling valve WG009F • General service valves
Open Distilled water tank starboard filling valve WG008F
Fresh water bunkers can be taken if required and this water is loaded directly
into the storage tanks. Careful checks should be made to the water prior to c) Start up the fresh water generator as described in Section
bunkering to establish its suitability for use; the procedure for bunkering water 2.4.3.
is covered in Section 2.14.1.
d) Switch on the fresh water generator salinometer.
The cascade tank control valve inlet valve WG144F must be open if the tank
level is being automatically regulated. If manual level regulation is in use the e) Open the fresh water generator discharge valve and start the
manual filling valve WG143F can be opened as required. See Section 2.3.2 distillate pump. The discharge from the fresh water generator
above for details of the feed water system. will be dumped until the water quality is at the required
standard. The salinometer then automatically shuts the dump
WARNING solenoid valve and the discharge will change over to fill the
The water from the distilled water system is not fit for human tank.
consumption. Water for drinking should only be taken from the drinking
water system which has been properly treated and sterilised.

Illustration 2.4.1a Main Sea Water Cooling System
VC PI PI VC
WS032 WS021
ZI ZI PI TI No.2 Fresh Water TI TI No.1 Fresh Water TI PI ZI ZI
WS032 WS032 Generator Generator WS021 WS021
TI WS019F WS018F TI
ZS ZS ZS ZS
No.2 Central Fresh Water Coolers No.1

(Each 100%)
TI TI PI PI
WS032F WS021F
Chemical TI WS017F WS016F TI

Dosing
Chemical
Dosing
PI PI PI PI
PI PI
SAMSUNG
TI WS031F WS030F TI TI WS042F WS041F TI
Key
Sea Water
No.4 Central Fresh Water Coolers No.3 No.2 Reliquefaction Plant Fresh Water Coolers No.1
(Each 100%) (Each 100%)
PI PI PI PI Electrical
Signal
PI PI
WS051F WS050F
QGTC
WS WS200F
410F Marine Growth Protection
PAL PS WS WS WS WS PS PAL WS WS PS PAL (Chloropac)
MM262 027F 026F 015F 014F PP263 038F 037F PP011
WS049F Manual
ST-SP
WS WS WS WS WS WS WS WS PI WS WS WS WS
To To
203 204 025F 024F 048F 047F 013F 012F 036F 035F 202 201
Fire and Bilge, Fire and Auto Auto Auto
CH-VR PI PI PI PI PI PI CH-VR XA PI PI CH-VR
Fire Jockey General Service
Pump Pumps
XA XA MC XA
PP006 MC MC MC MC MC MC MM292 MC MC PP012
PP010 PP009 PP140 PP139 PP005 PP004 PP014 PP013
No.4 No.3 No.2 No.1 No.2 No.1 No.2 No.1 No.2 No.1
PI PI PI PI PI PI PI PI
Steam and A B C D E Steam and
VC VC
Air Connection WS005 WS WS001 Air Connection
ZI ZI ZI ZI
WS005 WS005
082F PI WS001 WS001
WS WS WS WS WS WS WS WS WS WS
ZS ZS 007F 023F 022F 044F 043F 010F 009F 034F 033F 003F ZS ZS
WS054F TI WS WS052F
MM224 413F
High Sea High Sea
Chest WS005F WS008F WS004F WS001F Chest
(Port) (Starboard)
ZI ZS ZS ZI
WS006 To Water Spray To Ballast Emergency Bilge Suction WS002
WS VC WS Pumps Pumps WS VC WS
055F WS006 006F 002F WS001 053F
ZI ZS ZS ZI
WS006 WS002
A B C D E
Low Sea Chest To Bilge Well Main Cooling Sea Water Fresh Water Generator Main Cooling Sea Water Marine Growth Protection System Reliquefaction Plant To Bilge Well Low Sea Chest
(Port) Pumps (Port) Ejection Pumps Pumps (Starboard) Sea Water Pumps Central Sea Water Pumps (Starboard)
(1,630m3/h x 2.0kg/cm2) (88m3/h x 3.8kg/cm2) (1,290m3/h x 2.0kg/cm2) (5.7m3/h x 5.3kg/cm2) (1,560m3/h x 2.0kg/cm2)

2.4 Sea Water Systems Introduction The reliquefaction plant coolers are also supplied with cooling sea water by
two dedicated centrifugal pumps as shown in illustration 2.4.1a. One sea
2.4.1 Main Sea Water Systems A sea water suction main supplies the various cooling and sea water service water pump is normally in service with the other switched to standby ready
pumps as shown in illustration 2.4.1a. High and low sea chests are located on for automatic starting. A pressure switch located on the pump’s discharge line
each side of the engine room and sea water enters the crossover main via large provides the start signal for the standby pump should the operational pump fail
No.1 and No.2 (Starboard) Main Cooling Sea Water Pumps to maintain the pressure for any reason. The system is also equipped with a
capacity strainers. This crossover arrangement allows all of the sea water pumps
Manufacturer: Shinko Industries Ltd. to be supplied from either side of the vessel via the high or low suctions. low pressure switch that alarms through to the IAS. Each of the coolers has a
No. of sets: 2 100% capacity and is fitted with a filter on the inlet side. When the water has
All four sea chests have been fitted with vents and steam/air weed-blowing passed through the duty cooler, the sea water is discharged overboard through
Type: Vertical centrifugal motor-driven
connections. The sea chest main suction valves are remotely operated with the the same remotely operated overboard discharge valve used by the port main
Model: SVS400MS control being via the IAS in the ECR. cooling sea water pump system.
Capacity: 1,290m³/h at 2.0kg/cm2
Motor rating: 440V, 110kW at 1,200 rpm The sea water pumps supplied from the crossover main include the following: There are two fresh water generator ejector pumps fitted, with one pump being
used to supply each of the fresh water generators. Each pump is equipped with
• Main sea water cooling pumps (port and starboard)
a suction strainer and there is a cross-connection line with isolating valve on
SAMSUNG
No.1 and No.2 (Port) Main Cooling Sea Water Pumps • Reliquefaction plant water pumps the discharge side of the ejector pumps, allowing either pump to supply either
Manufacturer: Shinko Industries Ltd. • Fresh water generator ejector pumps evaporator. This gives the system some flexibility and allows the ejector pumps
to be shut down for maintenance or repair.
No. of sets: 2 • No.1 and No.2 bilge fire and general service pumps
Type: Vertical centrifugal motor-driven The heat energy is normally supplied to the fresh water generators from the
• Fire pump
Model: SVS400M main engine high temperature (HT) cooling water system, with the starboard
Capacity: 1,630m³/h at 2.0kg/cm2 • Fire line pressurising jockey pump engine supplying the No.1 fresh water generator and the port engine supplying
Motor rating: 440V, 132kW at 1,200 rpm • Water spray pump the No.2 generator. During periods when the engines are not in operation, the
No.2 fresh water generator can also be supplied with heat from the auxiliary
QGTC
• Ballast pumps steam plant as detailed in Section 2.4.3.
Reliquefaction Plant Cooling Sea Water Pumps • Chloropac supply pumps
Manufacturer: Shinko Industries Ltd. All of these pumps take suction from the sea water crossover main which
The main cooling sea water pumps are arranged in two systems, starboard connects the four sea chests. Once flooded, this crossover main supplies all of
No. of sets: 2 (No.1 and No.2 pumps) and port (No.3 and No.4 pumps), each completely the previously listed sea water pumps. A problem which requires the isolation
Type: Vertical centrifugal motor-driven independent of the other. Each system has two identical pumps and two plate of the crossover main will affect all of the pumps, and this cannot be avoided.
Model: SVS400M type coolers. Only one pump (No.1 pump) has an emergency bilge suction. The
Capacity: 1,560m³/h at 2.0kg/cm2 two sets of system pumps have different capacities, reflecting different loads The No.1 starboard main cooling sea water pump has been provided with an
in the port and starboard LT fresh water cooling systems. This twin system emergency bilge suction, which allows the pump to clear water from the engine
Motor rating: 440V, 132kW at 1,200 rpm
arrangement allows the main engines and their auxiliary machinery to operate room in the event of flooding. The operation of the emergency bilge suction has
independently, but it should be noted that there are no cross-connections been described in Section 5.1 of this manual.
Fresh Water Generator Ejector Pumps between the two systems.
Manufacturer: Shinko Industries Ltd. CAUTION
One sea water pump is normally in service on each system with the second The use of the main cooling sea water pump for bilge pumping is
No. of sets: 2 pump being switched to standby and ready for automatic starting. A pressure an emergency procedure and should only be undertaken in extreme
Type: Vertical centrifugal motor-driven switch located on the pump’s discharge line provides the start signal for the
circumstances when the stability and safety of the vessel are in danger.
Model: SVS125-2M standby pump should the operational pump fail to maintain the pressure for
Capacity: 88m³/h at 3.8kg/cm2 any reason. The system is also equipped with a low pressure switch that alarms
through to the IAS.
Motor rating: 440V, 18.5kW at 1,800 rpm
Each of the coolers has a 100% capacity and is fitted with a filter on the inlet
side. When the water has passed through the duty cooler the sea water is
discharged overboard via a remotely operated overboard discharge valve.

VC PI PI VC
WS032 WS021
TI WS019F WS018F TI
ZS ZS ZS ZS

(Each 100%)
TI TI PI PI
WS032F WS021F

Dosing
Chemical
Dosing
PI PI PI PI
PI PI
SAMSUNG
Key
Sea Water
(Each 100%) (Each 100%)
Signal
PI PI
WS051F WS050F
QGTC
WS WS200F
MM262 027F 026F 015F 014F PP263 038F 037F PP011
WS049F Manual
ST-SP
To To
203 204 025F 024F 048F 047F 013F 012F 036F 035F 202 201
Pump Pumps
XA XA MC XA
VC VC
ZI ZI ZI ZI
WS005 WS005
082F PI WS001 WS001
WS054F TI WS WS052F
MM224 413F
High Sea High Sea
(Port) (Starboard)
ZI ZS ZS ZI
055F WS006 006F 002F WS001 053F
ZI ZS ZS ZI
WS006 WS002
A B C D E

The Chloropac Marine Growth Prevention System Position Description Valve Position Description Valve
Open Starboard low sea chest suction valve WS002F Closed Chloropac drain unit
Sodium hypochlorite (chlorine) kills macro marine organisms such as mussels
and barnacles, but it also destroys micro marine organisms like algae, weed Closed Starboard high sea chest suction valve WS001F Set Port high sea chest flow control valve WS203
and slime. The dosing rate should be controlled so that the sea water leaving Open Starboard strainer outlet valve WS004F Closed Port high sea chest inlet valve
the overboard discharge has zero chlorine concentration in order to prevent Closed Starboard low sea chest weed-blowing valve WS053F Set Port low sea chest flow control valve WS202
pollution of the sea. Platinum on titanium electrolytic cells (anodes) are used Closed Starboard high sea chest weed-blowing valve WS052F Open Port low sea chest inlet valve
to generate chlorine from sea water. Closed Starboard strainer vent valve WS003F Set Starboard high sea chest flow control valve WS201
Sea water is supplied to the Chloropac cell at a controlled rate and when current Closed Starboard strainer drain valve Closed Starboard high sea chest inlet valve
is applied to the electrodes in the cell, chlorine is generated by electrolysis Open Port low sea chest suction valve WS006F Set Starboard low sea chest flow control valve WS202
of the sea water. The sea water, now containing chlorine, is directed to the Closed Port high sea chest suction valve WS005F Open Starboard low sea chest inlet valve
operating sea suction chest where it mixes with sea water flowing through Open Port strainer outlet valve WS008F
the sea suction chest. By this means, chlorine is distributed to all parts of Closed Port low sea chest weed-blowing valve WS055F c) At the Chloropac unit, start the No.1 MGPS sea water supply
the sea water circulation system, effectively preventing marine organisms pump. Vent the Chloropac unit until no more air is released.
SAMSUNG
Closed Port high sea chest weed-blowing valve WS054F
from growing in the system and keeping the surfaces clean. A small quantity
of sodium hypochlorite should be directed to the sea suction chest which is Closed Port strainer vent valve WS007F d) Switch ON the Chloropac unit. Ensure that all the unit alarms
not operating in order to prevent marine organisms from growing in that sea Closed Port strainer drain valve clear and that the pump isolating valves are open.
chest.
d) Open the strainer vent valves and ensure that all the air has been e) Ensure the flow meter readings are set at the correct levels.
The Chloropac on this vessel has two sea water supply pumps which are fed vented. The sea water suction main is now operational. Check and record the chlorine content of the outlet water at the
from the sea water crossover main and which are normally arranged in a duty earliest opportunity.
and standby arrangement. These pumps are started and stopped manually at the
Chloropac unit. The Chloropac unit itself has four outlets, one to each sea chest, Procedure to Operate the Chloropac System
QGTC
each with a flow-control valve and a flow meter to monitor the Chloropac units Procedure to Operate the Main Sea Water Cooling Systems
output. The sea water inlet also has a flow meter assembly. Once the sea water crossover main is operational, the Chloropac unit must
be made operational to prevent marine growth in the systems. To operate the The following procedure has assumed:
The Chloropac unit has a low flow trip and a leakage alarm which must be Chloropac unit, the following procedure should be adopted; this assumes that • The No.1 starboard main cooling sea water pump will be used to
tested on a weekly basis. The free chlorine content of the overboard discharge No.1 MGPS sea water supply pump is the duty pump and the low sea chests supply the starboard central fresh water coolers, with the No.2
must be tested and recorded each week. The sea water inlet filter must also be are in use: starboard sea water pump being switched to standby. It has also
cleaned each week. been assumed that the No.1 starboard central fresh water cooler
a) Ensure that the Chloropac sea water supply pump suction filters will be in operation.
are clean and ready to use. Ensure that all the pressure gauges
Procedure to Operate the Sea Water Crossover Suction Main and instrumentation valves are open and that the instrumentation • The No.3 port main cooling sea water pump will be used to
is reading correctly. supply the port central fresh water coolers, with the No.4 port
The following procedure has assumed that both low sea suction chests are to be sea water pump being switched to standby. Again it has been
used. When the vessel is operating in shallow water the high sea chests would assumed that the No.3 port central fresh water cooler will be in
b) Set the system valves as per the following table:
normally be used to reduce the amount of sand or silt drawn into the system: operation.
a) Ensure that both suction strainers are clear. Position Description Valve
a) Prepare the sea water crossover main for operation as described
Open MGPS sea water supply pump suction isolating WS413F in the procedure above. Ensure the Chloropac is operating on
b) Ensure that all the pressure gauges and instrumentation valves valve the correct sea chests.
are open and that the instrumentation is reading correctly. Open No.1 MGPS sea water supply pump suction valve
Open No.1 MGPS sea water supply pump discharge valve b) Ensure that all of the pressure gauges and instrumentation valves
c) Set up the valves in accordance with the following table: Closed No.1 MGPS sea water supply pump suction valve are open and that the instrumentation is reading correctly.
Closed No.1 MGPS sea water supply pump discharge valve
c) Ensure that all the cooler inlet filters are clear.
Open Chloropac inlet valve WS410F
Open Chloropac outlet valve WS200F d) Set up the valves as shown in the following tables:
Closed Chloropac unit vent valve

VC PI PI VC
WS032 WS021
TI WS019F WS018F TI
ZS ZS ZS ZS

(Each 100%)
TI TI PI PI
WS032F WS021F

Dosing
Chemical
Dosing
PI PI PI PI
PI PI
SAMSUNG
Key
Sea Water
(Each 100%) (Each 100%)
Signal
PI PI
WS051F WS050F
QGTC
WS WS200F
MM262 027F 026F 015F 014F PP263 038F 037F PP011
WS049F Manual
ST-SP
To To
203 204 025F 024F 048F 047F 013F 012F 036F 035F 202 201
Pump Pumps
XA XA MC XA
VC VC
ZI ZI ZI ZI
WS005 WS005
082F PI WS001 WS001
WS054F TI WS WS052F
MM224 413F
High Sea High Sea
(Port) (Starboard)
ZI ZS ZS ZI
055F WS006 006F 002F WS001 053F
ZI ZS ZS ZI
WS006 WS002
A B C D E

Starboard Sea Water Cooling System e) Set the No.1 starboard pump selector switch to RUN and the Procedure to Operate the Reliquefaction Plant Sea Water
No.2 starboard pump to STANDBY through the IAS. Cooling System
Open No.1 main cooling sea water pump suction valve WS009F f) Set the No.3 port pump selector switch to RUN and No.4 port The following procedure has assumed that the No.1 reliquefaction plant
Closed Emergency bilge suction valve WS082F pump switch to STANDBY through the IAS. cooling sea water pump will be used to supply the No.1 reliquefaction fresh
Open No.1 main cooling sea water pump discharge WS014F water cooler. The No.2 pump will be on standby and the No.2 fresh water
valve g) Open each coolers vent valve in turn to ensure that there is no cooler shutdown:
Open No.2 main cooling sea water pump suction valve WS010F trapped air within the coolers. Ensure the vent is firmly closed
when complete. a) Ensure the sea water crossover suction main is flooded and
Open No.2 main cooling sea water pump discharge WS015F
operational. Ensure the Chloropac is operating on the correct
valve
h) Ensure that the pumps are delivering sea water to the central sea chests.
Open No.1 central fresh water cooler inlet valve WS016F fresh water coolers at the correct pressure.
Open No.1 central fresh water cooler outlet valve WS018F b) Ensure that all of the pressure gauges and instrumentation valves
Closed No.1 central fresh water cooler vent/drain valves are open and that the instrumentation is reading correctly.
(x2) Procedure for the Emergency Pumping of Bilges Via the No.1
SAMSUNG
Main Cooling Sea Water Pump c) Ensure that both cooler inlet filters are clear.
Closed No.2 central fresh water cooler inlet valve WS017F
Closed No.2 central fresh water cooler outlet valve WS019F d) Set up the valves in accordance with the following table:
No.1 (starboard) main cooling sea water pump is provided with a direct suction
Closed No.1 central fresh water cooler vent/drain valves bilge injection valve. This emergency bilge suction valve has a long handwheel
(x2) projecting at least 460mm above the engine room floor plates, and is clearly Position Description Valve
Open Starboard sea water cooling system overboard WS021F marked to aid swift identification in an emergency. The valve is located in close Open No.1 reliquefaction cooling sea water pump WS033F
discharge valve proximity to the pump, on the bottom floor of the engine room. suction valve
Open No.1 reliquefaction cooling sea water pump WS037F
In the event of an emergency which necessitates the rapid removal of large discharge valve
QGTC
Port Sea Water Cooling System
quantities of water from the engine room space, this pump can be operated in Open No.2 reliquefaction cooling sea water pump WS034F
Position Description Valve conjunction with the bilge injection valve. suction valve
Open No.3 main cooling sea water pump suction valve WS022F Open No.2 reliquefaction cooling sea water pump WS038F
To operate the bilge injection valve, it is preferable to have the pump operating
Open No.3 main cooling sea water pump discharge WS026F discharge valve
normally on sea water, then the bilge injection valve opened slowly. Once the
valve Open No.1 reliquefaction fresh water cooler inlet valve WS039F
pump has picked up suction on the bilge water, the bilge suction valve should
Open No.4 main cooling sea water pump suction valve WS023F be opened fully and the sea water suction valve WS033F must then be closed. Open No.1 reliquefaction fresh water cooler outlet valve WS041F
Open No.4 main cooling sea water pump discharge WS027F The level of the bilges should be monitored and kept under control using the Closed No.1 reliquefaction fresh water cooler vent/drain
valve sea water suction valve WS033F without losing suction until the source of the valves (x2)
Open No.3 central fresh water cooler inlet valve WS028F leak has been identified and eliminated. In an emergency, the bilges may be Closed No.2 reliquefaction fresh water cooler inlet valve WS040F
Open No.3 central fresh water cooler outlet valve WS030F pumped overboard even though there may be quantities of oil present.
Closed No.2 reliquefaction fresh water cooler outlet valve WS042F
Closed No.3 central fresh water cooler vent/drain valves Closed No.2 reliquefaction fresh water cooler vent/drain
This pump is self-priming and should be able to pick up suction directly in an
(x2) valves (x2)
emergency without priming, however, the self-priming pump should not be
Closed No.4 central fresh water cooler inlet valve WS029F relied upon and a check must be made to ensure that the pump picks up suction. Open Starboard sea water cooling system overboard WS021F
Closed No.4 central fresh water cooler outlet valve WS031F Sea water priming from the crossover main should be used to assist the pump discharge valve
Closed No.4 central fresh water cooler vent/drain valves if it is taking too long to pick up suction.
(x2) e) Set the No.1 pump selector switch to RUN and the No.2 pump
Open Port sea water cooling system overboard WS032F to STANDBY through the IAS.
discharge valve
f) Open the No.1 coolers vent valve in turn to ensure that there is
no trapped air within the cooler. Ensure the vent is firmly closed
when complete.
g) Ensure that sea water is being delivered to the reliquefaction

plant fresh water cooler at the correct pressure.

VC PI PI VC
WS032 WS021
TI WS019F WS018F TI
ZS ZS ZS ZS

(Each 100%)
TI TI PI PI
WS032F WS021F

Dosing
Chemical
Dosing
PI PI PI PI
PI PI
SAMSUNG
Key
Sea Water
(Each 100%) (Each 100%)
Signal
PI PI
WS051F WS050F
QGTC
WS WS200F
MM262 027F 026F 015F 014F PP263 038F 037F PP011
WS049F Manual
ST-SP
To To
203 204 025F 024F 048F 047F 013F 012F 036F 035F 202 201
Pump Pumps
XA XA MC XA
VC VC
ZI ZI ZI ZI
WS005 WS005
082F PI WS001 WS001
WS054F TI WS WS052F
MM224 413F
High Sea High Sea
(Port) (Starboard)
ZI ZS ZS ZI
055F WS006 006F 002F WS001 053F
ZI ZS ZS ZI
WS006 WS002
A B C D E

Procedure to Operate the Fresh Water Generator Ejector Position Description Valve
Pumps Open Port sea water cooling system overboard discharge WS032F
valve
The supply of sea water to the fresh water generator ejectors is essential to the
operation of this piece of machinery. The No.1 fresh water generator ejector f) Start the ejector pumps either locally or as part of the evaporator
pump supplies the No.1 fresh water generator, while the No.2 pump supplies operating sequence and operate as required. Refer to Section
the No.2 fresh water generator. 2.4.3 of this manual for details of this operation.
a) When the main engines are operating and there is sufficient heat
in the high temperature cooling water, the fresh water generators
can be operated in accordance with the procedures detailed in
Section 2.4.3.
b) Ensure the sea water crossover suction main is flooded and

operational. Ensure the Chloropac is operating on the correct
SAMSUNG
sea chests.
c) Ensure that all of the pressure gauges and instrumentation valves

are open and that the instrumentation is reading correctly.
d) Confirm that the pump suction filters are clear.
e) Set the sea water system valves in accordance with the
QGTC
following:
No.1 (Starboard) Fresh Water Generator Ejector

Open No.1 fresh water generator ejector pump inlet valve WS043F
Open No.1 fresh water generator ejector pump discharge WS047F
valve
Closed Fresh water generator ejector pump discharge cross- WS049F
connection valve
Open No.1 fresh water generator sea water outlet valve WS050F
Closed No.1 fresh water generator sea water line drain valve
Open Starboard sea water cooling system overboard WS021F
discharge valve
No.2 (Port) Fresh Water Generator Ejector

Open No.2 fresh water generator ejector pump discharge WS048F
valve
Open No.2 fresh water generator sea water outlet valve WS051F
Closed No.2 fresh water generator sea water line drain valve

Illustration 2.4.2a General Service Sea Water System

Port Side Key Starboard Side
Steering Sea Water
LI
Gear Fire Water To Deck Fire Main To Water BD006
LAH Room System Spray LAH
BG111 Fresh Water BG110
(See Illustration 2.4.2b) System
Bilge Well Bilge Bilge Well
Port, Aft (1.9m3) Starboard, Aft (1.9m3)
Electrical Signal
LAH LAH
BG041F BG107 Upper Deck BG106
Aft Aft
Engine Room Casing BG034F
Peak HB Peak
Tank B Deck Tank
BG009F FD040F BG007F
BG038F Engine Room Casing BG033F
HB
Upper Deck
From Fresh FD011F From Fresh
Port Stern Tube Starboard Stern
WG148F Water Service Water Service WG147F Tube Cooling
Cooling Water 2nd
SAMSUNG
HB
Tank 2nd Deck (S) 2nd Water Tank
HB FD007F HB 2nd
BG037F Deck (P) Deck (P) HB BG032F
FD012F 3rd FD048F Deck (S)
HB FD041F
3rd Deck (S) 3rd
HB FD008F HB 3rd
Deck (P) Deck (P) HB
BG035F FD013F 4th FD045F Deck (S) BG030F
HB FD042F
4th Deck (S) 4th
HB FD009F HB 4th
FD014F To Soot Drain Eductor FD046F Deck (S)
Floor Floor FD043F
HB Floor HB Floor
(P) HB (P) HB
FD015F (S) FD047F (S)
FD010F FD044F FD003F
BG017F
QGTC
LAH BG013F
BG109
FD006F FD019F LAH
BG108
No.2 Main Engine To Ballast For Ballast
Sunken Area Eductor Eductor Driving No.1 Main Engine
Overboard Water Supply Sunken Area
PS
PIAL
MM029
FD018F
BG015F FD
024F PCHL
PI
PP119 FD FD FD BG FD FD BG FD002F BG011F
016F 005F 020F 101F 004F 017F 100F
MC
PP119
MC FD001F
PP122
FD023F AUTO
PI ST/SP PI AUTO PI PI AUTO PI
ST/SP ST/SP
Fire Jockey Pump Fire Pump MC MC MC Water Spray Pump
No.2 Bilge, Fire and No.1 From Main Engine
Hydrophore Tank (2m3/h x 9kg/cm2) (180m3/h x 9kg/cm2) PP121 PP120 HV023 (750m3/h x 9kg/cm2)
General Air Conditioning
BG040F (2m3) PI PI PI PI Condenser Water PI
Service Pumps
LAH (270/151m3/h x 3.5/9kg/cm2) Drain Tank Level
BG112 To Engine Room
WS WS Bilge Pump
Fwd (C) Sunken Area 400F 063F
BG BG WS BG WS WG
020F 019F 062F 018F 061F 301F WS060F
LAH
BG002F BG004F LAH
BG105 From Fresh Water BG104
Tank (Starboard)
WG052F WG051F
Port Fwd Sea Water Crossover Main Starboard Fwd
Bilge Well (1.7m3) Bilge Well (1.7m3)

2.4.2 Sea Water General Service System Under normal conditions, both pumps will be left with their suctions lined-up Position Description Valve
to the sea water crossover main and their discharge valves open to the fire main,
Closed No.1 bilge, fire and GS pump overboard BG100F
so that they are ready for immediate use as fire pumps.
Bilge, Fire and GS Pumps discharge valve
Manufacturer: Shinko Industries Ltd. Closed No.1 bilge, fire and GS pump discharge valve to FD017F
Note: Valves which are normally left open or closed on any pump must be
No. of sets: 2 ballast/fresh water rinsing line
maintained in a good working condition. These valves must be lubricated
and should be tested at weekly intervals to ensure that they operate correctly. Open No.2 bilge, fire and GS pump sea water suction WS062F
Type: Vertical centrifugal motor-driven
After testing, the valve must be returned to its normal open or closed position valve
Model: RVP200-2MS
and a check made to ensure that the valve is correctly set. Closed No.2 bilge, fire and GS pump bilge main suction BG019F
Capacity: 270/151m³/h at 3.5/9.0kg/cm² valve
Motor rating: 440V, 45/150kW at 1,200/1,800 rpm Both pumps are fitted with local START and STOP pushbuttons, but they can Closed No.2 bilge, fire and GS pump direct bilge well BG020F
also be started from the ECR, or from the fire control station or wheelhouse. suction valve
Fire Pump Open No.2 bilge, fire and GS pump fire main discharge FD005F
In the event of the water spray pump not being available for service, the bilge, valve
Manufacturer: Shinko Industries Ltd. fire and GS pumps can be cross-connected via valve FD018F, but because of
SAMSUNG
No. of sets: 1 the difference in pump capacities, even with both bilge, fire and GS pumps
discharge valve
operating, the water supply would still be at a reduced capacity.
Type: Vertical centrifugal motor-driven Closed No.2 bilge, fire and GS pump discharge valve to FD020F
Model: RVP160-2MS Additionally, the emergency fire pump located in the forward heavy fuel oil ballast/fresh water rinsing line
Capacity: 180m³/h at 9.0kg/cm² pump room can be used to supply the fire main system; for full details of this, Closed Engine room hydrant system drain valve FD006F
Motor rating: 440V, 75kW at 1,800 rpm refer to Section 4.1 of this manual.
c) Ensure that at least one fire main outlet hydrant is open with
a hose attached. Ideally, two fire main outlets at the extreme
Fire Jockey Pump Procedure for Supplying Sea Water to the Fire Main
QGTC
end of the fire main should be used, or alternatively the anchor
Manufacturer: Shinko Industries Ltd. The bilge, fire and GS pumps are both normally left lined-up to supply sea washing valves should be open.
No. of sets: 1 water to the fire main, so ensuring that the fire main is always ready for use
Type: Horizontal centrifugal motor-driven in an emergency situation. The fire pump and pressurising pump can only be d) Start the No.1 bilge, fire and GS pump on high speed and ensure
lined-up for supplying sea water to the fire main. that water is being discharged to the fire main at the correct
Model: SVQ50M pressure.
Capacity: 2m³/h at 9.0kg/cm²
The procedure detailed below has assumed that the bilge, fire and GS pumps
Motor rating: 440V, 5.5kW at 3,600 rpm e) If the No.2 bilge, fire and GS pump is also to be tested, the
are being started for testing purposes only:
No.1 pump should be stopped and the No.2 pump started on
high speed. This can also be repeated if a test of the fire pump
a) Ensure that all of the pressure gauge and instrumentation valves
Introduction are open and that the instrumentation is reading correctly.
is required.
The fire pump and fire jockey pump are normally used to supply water to the f) Once the test is complete, the bilge, fire and GS pumps and
b) Set the system valves in accordance with the table below. The the fire pump should be stopped, and all of the valves set in
fire main, but in the event of a failure, the two bilge, fire and GS pumps can be
description has assumed that the sea water suction main is accordance with the table above to ensure that the pumps are
used. Both of the bilge, fire and GS pumps are self-priming and can take their
already operational as previously described: ready to supply sea water to the fire main.
suction from the sea water crossover main or from the bilge main. Additionally,
the No.2 pump can take a direct suction from the port forward engine room Position Description Valve
bilge well via a dedicated manual valve. The No.1 pump can also take suction Note: Because the bilge, fire and GS pumps can be started remotely from a
directly from the fresh water storage tanks and discharge to the water spray line Open No.1 bilge, fire and GS pump sea water suction WS061F number of positions, it is essential that all of the valves remain lined-up on
for rinsing purposes. Both pumps can also be used to drive the ballast system valve the fire main so that the pumps are ready for immediate use in the event of
eductors which are used for stripping purposes. The operation of the ballast Closed No.1 bilge, fire and GS pump bilge main suction BG018F an emergency.
system is detailed in the Cargo Operating Manual, Section 4.14. valve
Closed No.1 bilge, fire and GS pump fresh water suction WG301F
As well as being self-priming, both bilge, fire and GS pumps are dual speed valve
that subsequently have two discharge capacities. Depending on which service Open No.1 bilge, fire and GS pump fire main discharge FD004F
the pumps are to be used will depend on which speed and capacity needs to valve
be chosen.

Illustration 2.4.2b Deck Fire Main System
Cargo Manifold
FD FD
556F 557F
FD
Passageway To Bilge Eductor WG525F Passageway Air Eliminator 521F
Bilge Eductor For Pilot B.Space Bilge Eductor
FD
To Accommodation 520F
and Aft Mooring Deck
(See Illustration 4.1c) FD
585F FD FD FD FD FD FD
HR 569F HR 561F HR 547F 541F HR 531F HR 519F
FD HB FD HB FD HB HB FD HB FD HB HB FD HB FD
583F 577F 565F 551F 539F 527F 502F
FD FD FD FD FD FD FD FD FD FD FD FD FD FD FD FD
To/From Engine Room 579F 575F 570F 567F 563F 592F 559F 553F 549F 545F 543F 537F 535F 533F 525F 523F
(See Illustration 4.1a) Hawse
No.5 Cofferdam
FD Pipe
No.4 Cofferdam
No.3 Cofferdam
No.2 Cofferdam
No.1 Cofferdam
573F
SAMSUNG
Trunk Trunk Trunk
No.6 Cofferdam
Accommodation Deck Deck Deck

FD FD FD
568F 566F 562F
Hawse
FD FD Pipe
578F 574F
Cargo Electric FD FD FD FD FD FD FD FD FD FD FD
FD HB HB Machinery Motor 591F 558F 552F 548F 544F 542F 536F 534F 532F 524F 522F
Room Room FD HB FD FD FD
582F HB HB HB HB 526F HB
564F 538F 501F
HR HR
FD FD FD FD FD
HR HR HR HR 530F HR
QGTC
Deck
576F 572F 571F Store 550F
To Accommodation
and Aft Mooring Deck FD FD FD FD FD
(See Illustration 4.1c) FD 586F 560F 546F 540F 518F
584F
Passageway To Bilge Eductor Passageway
Bilge Eductor For Pilot B.Space Bilge Eductor
FD FD WG
554F 555F 521F
Cargo Manifold FD FD FD501F(Stbd)
508F 504F FD502F(Port)
Key
Typical Section
Fire/Deck Water Trunk Deck To No.1 Bilge
Space Eductor for
FD To No.2 Bilge Chain Locker
Corrosion Flange Eductor for
507F
Bosun Store
FD505F
From
Engine Room
FD573F
No.3 Bilge Eductor
for Forward Heavy
Upper Deck Upper Deck Fuel Oil Pump Room
HR
FD
513F
High Foam FD
Sea Water Pump 516F
(850m3/h x 150mwc)
FD FD FD
FD 509F 515F 510F
517F
Cross-Section of Typical Cargo Liquid Dome Sea Chest

Procedure for Using the Bilge, Fire and GS Pumps to Supply b) Start the No.1 bilge, fire and GS pump on high speed and when e) Simultaneously, close sea water suction valve WS061F and
the Water Spray System with Sea or Fresh Water it is operational and has stabilised, start the No.2 bilge, fire and open fresh water suction valve WG301F. Be careful not to
GS pump, also on high speed. overload the pump, but keep the suction pressure in a vacuum at
The following procedure assumes that the sea water crossover main is already all times.
operational and that both bilge, fire and GS pumps will be used. c) Check that the system is operating correctly, but when finished,
the valves must be reset so that both bilge, fire and GS pumps CAUTION
a) Ensure that all of the pressure gauge and instrumentation valves are lined-up on the fire main as previously described. As valve WG301F is not a non-return valve, the operator should operate
are open and that the instrumentation is reading correctly, then the system in such a fashion as to ensure that the possibility of sea water
set the valves in accordance with the following table: Rinsing the Water Spray System with Fresh Water contamination of the fresh water system is reduced to a minimum.
Position Description Valve To prevent pipeline corrosion, the water spray system is rinsed with fresh water f) Once the system is rinsed through, stop the No.1 bilge, fire and
following use with sea water. This is done using No.1 bilge, fire and GS pump. GS pump at the local pushbutton and IMMEDIATELY close the
Open No.1 bilge, fire and GS pump sea water suction WS061F
As No.2 pump cannot be used to supply fresh water, it should be shut down fresh water suction valve WG301F.
valve
and its valves reverted to fire main duties. No.1 bilge, fire and GS pump should
Closed No.1 bilge, fire and GS pump bilge main suction BG018F then be set up as follows: g) Close valve WG051F and revert spectacle blank WG052F to the
SAMSUNG
valve
closed position.
Closed No.1 bilge, fire and GS pump fresh water suction WG301F a) Set the valves in accordance with the following table:
valve
h) Revert No.1 bilge, fire and GS pump to fire main standby duties,
Closed No.1 bilge, fire and GS pump fire main discharge FD004F Position Description Valve
as described previously.
valve Open No.1 bilge, fire and GS pump sea water suction WS061F
Closed No.1 bilge, fire and GS pump overboard BG100F valve
discharge valve Closed No.1 bilge, fire and GS pump bilge main suction BG018F
Procedure for Pumping Bilges Using the Bilge, Fire and
Open No.1 bilge, fire and GS pump discharge valve to FD017F valve General Service Pumps
QGTC
ballast/fresh water rinsing line Closed No.1 bilge, fire and GS pump fresh water suction WG301F
The bilge, fire and GS pumps can be used for pumping the bilge wells and
Closed Fire, bilge and GS pumps discharge to ballast FD035F valve
tanks/cofferdams connected to the bilge main, but the No.2 pump also has its
stripping eductors Closed No.1 bilge, fire and GS pump fire main discharge FD004F own direct suction to the port forward bilge well.
Open No.2 bilge, fire and GS pump sea water suction WS062F valve
valve Closed No.1 bilge, fire and GS pump overboard BG100F The pumps are used to pump the bilges directly overboard and so they are not
Closed No.2 bilge, fire and GS pump bilge main suction BG019F discharge valve the means by which the bilges would be pumped under normal operations.
valve Open No.1 bilge, fire and GS pump discharge valve to FD017F They will only be used in emergency circumstances. Unlike the overboard
Closed No.2 bilge, fire and GS pump direct bilge well BG020F ballast/fresh water rinsing line discharge from the engine room bilge pump there is no oil monitor located in
suction valve Closed Fire, bilge and GS pumps discharge to ballast FD035F the discharge line. After bilge pumping with either of these two pumps, they
stripping eductors must be flushed through with ‘clean’ sea water before being returned to fire
Closed No.2 bilge, fire and GS pump fire main discharge FD005F
hydrant duty.
valve Closed Water spray pump discharge valve FD002F
Closed No.2 bilge, fire and GS pump overboard BG101F Open Bilge, fire and GS pump/water spray cross- FD018F
discharge valve WARNING
connection valve
Open No.2 bilge, fire and GS pump discharge valve to FD020F Before any bilges are pumped directly overboard, it must be ensured that
Open Water spray line valve FD019F
ballast/fresh water rinsing line no local or international anti-pollution regulations will be contravened
Closed Water spray line drain valve FD003F except where the safety of the ship or personnel is involved.
Closed Water spray pump discharge valve FD002F
Open Bilge, fire and GS pump/water spray cross- FD018F b) Ensure that the fresh water system is in operation and that the As these pumps will only be used for pumping bilges in an emergency, there
connection valve duty tank has sufficient water available for the rinsing process. will be no time to check any strainer before using the pump for emergency
Open Water spray line valve FD019F bilge duties. It is therefore imperative that the bilge strainers are kept clear and
Closed Water spray line drain valve FD003F c) After ensuring valve WG051F is closed, open spectacle blank should be inspected regularly:
WG052F. Once the blank is open, open valve WG051F.
d) Start the No.1 bilge, fire and GS pump on high speed and ensure
it is operating correctly, drawing a vacuum on the suction side.

Illustration 2.4.2a General Service Sea Water System

Port Side Key Starboard Side
Steering Sea Water
LI
Gear Fire Water To Deck Fire Main To Water BD006
LAH Room System Spray LAH
BG111 Fresh Water BG110
(See Illustration 2.4.2b) System
Bilge Well Bilge Bilge Well
Port, Aft (1.9m3) Starboard, Aft (1.9m3)
Electrical Signal
LAH LAH
BG041F BG107 Upper Deck BG106
Aft Aft
Engine Room Casing BG034F
Peak HB Peak
Tank B Deck Tank
BG009F FD040F BG007F
BG038F Engine Room Casing BG033F
HB
Upper Deck
From Fresh FD011F From Fresh
Port Stern Tube Starboard Stern
WG148F Water Service Water Service WG147F Tube Cooling
Cooling Water 2nd
SAMSUNG
HB
Tank 2nd Deck (S) 2nd Water Tank
HB FD007F HB 2nd
BG037F Deck (P) Deck (P) HB BG032F
FD012F 3rd FD048F Deck (S)
HB FD041F
3rd Deck (S) 3rd
HB FD008F HB 3rd
BG035F FD013F 4th FD045F Deck (S) BG030F
HB FD042F
4th Deck (S) 4th
HB FD009F HB 4th
FD014F To Soot Drain Eductor FD046F Deck (S)
Floor Floor FD043F
HB Floor HB Floor
(P) HB (P) HB
FD015F (S) FD047F (S)
FD010F FD044F FD003F
BG017F
QGTC
LAH BG013F
BG109
FD006F FD019F LAH
BG108
No.2 Main Engine To Ballast For Ballast
Sunken Area Eductor Eductor Driving No.1 Main Engine
Overboard Water Supply Sunken Area
PS
PIAL
MM029
FD018F
BG015F FD
024F PCHL
PI
PP119 FD FD FD BG FD FD BG FD002F BG011F
016F 005F 020F 101F 004F 017F 100F
MC
PP119
MC FD001F
PP122
FD023F AUTO
PI ST/SP PI AUTO PI PI AUTO PI
ST/SP ST/SP
Fire Jockey Pump Fire Pump MC MC MC Water Spray Pump
No.2 Bilge, Fire and No.1 From Main Engine
Hydrophore Tank (2m3/h x 9kg/cm2) (180m3/h x 9kg/cm2) PP121 PP120 HV023 (750m3/h x 9kg/cm2)
General Air Conditioning
BG040F (2m3) PI PI PI PI Condenser Water PI
Service Pumps
LAH (270/151m3/h x 3.5/9kg/cm2) Drain Tank Level
BG112 To Engine Room
WS WS Bilge Pump
Fwd (C) Sunken Area 400F 063F
BG BG WS BG WS WG
020F 019F 062F 018F 061F 301F WS060F
LAH
BG002F BG004F LAH
BG105 From Fresh Water BG104
Tank (Starboard)
WG052F WG051F
Port Fwd Sea Water Crossover Main Starboard Fwd
Bilge Well (1.7m3) Bilge Well (1.7m3)

a) Assuming that it is the No.1 pump being used for pumping the c) Start the No.1 bilge, fire and GS pump when ready and pump
bilges, and that the No.2 pump is being left lined-up on the fire the contents of the selected bilge well overboard.
main, set the bilge, fire and GS pump valves in accordance with
the following table: The pump can be moved directly from one bilge well to another. In the case of
serious flooding, more than one bilge well can be opened at a time, to reduce
Position Description Valve the suction pressure. The operator should remember that No.1 main cooling sea
water pump is also available for emergency bilge pumping duties.
Closed No.1 bilge, fire and GS pump sea water WS061F
suction valve
d) When the emergency is over, the pump should be run on sea
Open No.1 bilge, fire and GS pump bilge main BG018F suction/overboard for at least ten minutes, to remove any
suction valve residue bilge water. The pump should then be returned to fire
Closed No.1 bilge, fire and GS pump fresh water WG301F main standby duties as previously described.
suction valve
Closed No.1 bilge, fire and GS pump fire main FD004F
discharge valve
SAMSUNG
Open No.1 bilge, fire and GS pump overboard BG100F
discharge valve
Closed No.1 bilge, fire and GS pump discharge FD017F
valve to ballast/fresh water rinsing line
Closed No.2 bilge, fire and GS pump suction valve BG019F
from the bilge main
discharge valve
QGTC
Open Ballast/bilge overboard valve BA101F
b) Open the bilge well or tank suction valves in the following table
as required:
Bilge Main Suction Valves

Description Valve
Starboard aft bilge well suction valve BG007F
Starboard aft peak tank suction valve BG033F
Starboard cofferdam suction valve BG011F
Starboard main engine recess bilge well suction valve BG013F
Starboard forward bilge well suction valve BG004F
Port forward bilge well suction valve BG002F
Port main engine recess bilge well suction valve BG017F
Port forward cofferdam suction valve BG040F
Port aft cofferdam suction valve BG015F
Port aft bilge well suction valve BG009F
Port aft peak tank suction valve BG038F

Illustration 2.4.3a Fresh Water Generator System To Accommodation

Service PI PI
To / From Accommodation To Sludge

SAH XA XA SAH
Service Dewatering Unit MM112 MM112
Fail Fail MM111 MM111
Sink with Boiler WG002F WG001F
Boiler S S
WH WH Salinity Salinity
010F 011F Detector Detector
To Dosing Unit To Dosing Unit
Distillate Distillate
Pump No.2 Fresh Water No.1 Fresh Water Pump
PI TI Generator TI TI Generator TI PI
WH WP WP WH WP
005F 007F 006F 004F 058F
From Fresh
Water WS049F
No.2 No.1 Hydrophore WS WS
TI TI
048F 047F
MC MC Engine PI PI
PP112 PP111 Room Toilet
No.2 No.1
No.2 WH WH No.1 MC MC
SAMSUNG
PP140 PP139
009F 008F
Chemical Fresh Water Chemical
Dosing Generator Dosing
WH003F WH002F
WH Water Fountain Ejector Pump
Calorifiers PI PI
001F Near Engine (88m3 x 3.8kg/cm2)
with Hot Water WP054F WF WF
Control Room PI PI
Circulation Pumps 366F 367F
(1.0m3/h x 1.0kg/cm2) From Fresh WF142F
To Water Fountain
Water Service WS WS
(3rd Deck) WP055F
044F 043F
To Cascade
PI
PI
Filter Tank
QGTC
Key WF WF TI TI
Fresh Water
XA 347F 346F
MM127
TI TI
Sea Water Silver Ion To No.2 From No.1
PI From Main Engine
Steriliser Main Engine WF368F
Bilge No.2
Jacket
Re- WF348F Main
Air Fresh Water
hardening Engine
WG003F Coolers
Filter PI
Electrical Signal WG To No.1
006F From Sea Water Main Engine Jacket
S
Crossover Main Fresh Water Coolers
ST194F
From Steam Service
WG007F WG004F
To Water To Central PI PI To Central
Fountain Fresh Water Fresh Water To Potable
To Distilled Water Tank WP056F WS051F WS050F
(4th Deck) Coolers No.3 Coolers No.1 Fresh Water
(Starboard) Tank
and No.4 To No.1 Bilge Branch and No.2
WG Auto PS PI PS PS PI PS Auto WG (Port)
351F Start/Stop WP Start/Stop Line for Water Spray 350F
Ultraviolet WP
053F Ray Steriliser Line Rinsing
MC 052F MC
PP110 PP107
Potable Fresh Distilled Water

WG002F WP050F WG053F
Water Tank Drinking Water WP To Engine Room, Fresh Water Tank
Fresh Water Pumps Fresh Water Pumps WG
(301.2m3) Hydrophore 051F Accommodation Hydrophore (301.2m3)
(5m3/h x 7kg/cm2) S (5m3/h x 7kg/cm2) 052F
(Port) LI
(1m3) and Deck Services WG100F (1m3)
LI (Starboard)
LIAHL LIAHL
MM185 MM186
WG003F MC
MC WG054F
WG WP PP109
PP106 WG WG SP
009F 001F 050F 008F 001F
Ultraviolet Steriliser
BC BC
002F 001F
WP004F WP005F To Local
Fire Fighting System

2.4.3 Fresh Water Generators Introduction The main engine HT cooling water provides the heating medium in the heat
exchanger. The flow of HT cooling water through the evaporator, and hence the
The fresh water generator consists of the following main components: rate of evaporation, is regulated by throttling a bypass valve located on the HT
Fresh Water Generators
cooling water supply/return line to the evaporator section. The evaporator feed
Manufacturer: Alfa Laval • Evaporator section
water is injected with a foaming and scale inhibiting compound via a chemical
No. of sets: 2 • Condenser section injection unit which incorporates an injection control system to regulate the
Type: D-PU-36-C100 and D-PU-36-CAS100 • Separator vessel quantity of chemical injected.
Capacity: 40m³/day • Combined brine/air ejector In the event that fresh water production is required when the main engines are
• Ejector pump stopped or running at low speeds, steam can be used as the heating medium, but
Fresh Water Generator Ejector Pumps this is only available on the No.2 fresh water generator. The steam is supplied
• Fresh water distillate pump from the 7kg/cm2 system as shown in illustration 2.4.3b. Condensate from the
Manufacturer: Shinko Industries Ltd.
• Salinometer line is then returned to the cascade tank.
No. of sets: 2
Type: Vertical centrifugal motor-driven • Control panel The distilled water produced is pumped to the fresh water storage tanks by
SAMSUNG
Model: SVS125-2M the distillate pump. The distillate is monitored by a salinity indicator and
The fresh water generator units utilise the high temperature (HT) cooling water should the salinity rise above an adjustable set value measured in parts per
Capacity: 88m³/h at 3.8kg/cm² from the main engines as a heating medium. Each engine supplies one fresh million (ppm), a solenoid valve in the discharge line will be activated and the
Motor rating: 440V, 18.5kW at 1,800 rpm water generator and each generator is capable of producing up to 40 tons of water diverted from the storage tank discharge line to recirculate back to the
distilled water per day. The basic working principle is that the evaporator section evaporator section of the fresh water generator. When the distillate salinity
Distillate Water Pumps of the fresh water generator boils sea water in a high vacuum at a temperature level drops to below the maximum value, the solenoid valve will close again
of 40°C to 60°C. The vapour produced then passes through a demister and is and the discharge of distillate to the fresh water storage tanks will resume.
Manufacturer: Alfa Laval condensed by sea water in the condenser section before being pumped to the
No. of sets: 2 fresh water storage tanks. The quality of distillate is continuously monitored The fresh water produced by the two generators is passed through the
QGTC
Type: Horizontal centrifugal motor-driven by a salinity indicator which is fitted with an alarm. rehardening filter in all cases, then passes directly into the starboard distilled
Model: PVVF-2040 water storage tank, but prior to entering the port drinking water storage tank
The ejector pumps provide a continuous supply of sea water to each evaporator. it is sterilised by passing it through a silver ion steriliser unit, which destroys
Capacity: 2.1m³/h at 2.8kg/cm² This sea water acts to cool the vapour to condense it and serves as a feed supply bacteria and leaves a residue of silver ions in the water, so providing effective
Motor rating: 440V, 0.75kW at 3,360 rpm to the evaporator and is also the driving fluid supply for the brine/air ejector. sterilisation. As the water passes between two electrodes in the sterilising
The ejector creates a vacuum inside the fresh water generator’s casing and also unit, through which a small current is passed, ions are released and sterilise
removes the brine from the chamber. the water. Sterilisation by this method ensures that the water is maintained
Salinometers
in a good condition, even when stored in the tanks for a period of time. The
Manufacturer: Alfa Laval Hot water circulates from the main engine HT cooling water system through silver electrodes should be inspected and changed when all the silver coating
Type: DS-20 an internally-mounted plate-type heat exchanger. This heats the brine supplied has depleted. The dosing of the water is automatic and is set depending on the
to the evaporator by the ejector pump and due to the vacuum inside the flow of the water.
chamber, the sea water boils-off at a relatively low temperature. A vacuum of
Rehardening Filter (Mineraliser) approximately 85% is maintained by the ejector and this helps produce the A UV steriliser is also part of the treatment equipment and is fitted in the
Manufacturer: Se-Won Industries Co., Ltd. right environment for the evaporation of the sea water. domestic water supply plant.
Type: SWM 4.0
Vapour produced by boiling the sea water rises to the upper chamber via
Capacity: 4.0m³/h Note: Because the fresh water generation uses the low temperature process it
a deflector plate and through demister pads where any entrained sea water
droplets are removed. An internally-mounted plate-type condenser supplied is important to sterilise the water before it can be used for drinking.
Silver Ion Steriliser with sea water by the ejector pump condenses the vapour. The condensed
vapour (distilled water) is then drawn off by the distillate pump and discharged WARNING
Manufacturer: Jowa
to the starboard distilled water storage tank or the port drinking water storage Do not operate the plant in restricted waters if the water produced is to
Type: AG-S tank via the silver ion steriliser and the rehardening filter. After the sea water be used for human consumption. There are strict regulations governing
Capacity: 3.4m³/h has passed through the condenser it is used to supply feed water to the internal the operation of fresh water generators near coasts and estuaries and
evaporator. During the condensation of the vapour the sea water gains some these should be observed. Contact the bridge for information regarding
heat energy and this helps to increase the overall efficiency of the plant. these restrictions when the ship is in coastal waters.


Service PI PI

SAH XA XA SAH
Boiler S S
WH WP WP WH WP
005F 007F 006F 004F 058F
From Fresh
Water WS049F
TI TI
048F 047F
MC MC Engine PI PI
No.2 No.1
SAMSUNG
PP140 PP139
009F 008F
WH003F WH002F
Calorifiers PI PI
Control Room PI PI
To Water Fountain
Water Service WS WS
(3rd Deck) WP055F
044F 043F
To Cascade
PI
PI
Filter Tank
QGTC
Key WF WF TI TI
Fresh Water
XA 347F 346F
MM127
TI TI
PI From Main Engine
Bilge No.2
Jacket
Re- WF348F Main
Air Fresh Water
hardening Engine
WG003F Coolers
Filter PI
S
ST194F
From Steam Service
WG007F WG004F
(Starboard) Tank
Ultraviolet WP
MC 052F MC
PP110 PP107

(Port) LI
LI (Starboard)
LIAHL LIAHL
MM185 MM186
WG003F MC
MC WG054F
WG WP PP109
PP106 WG WG SP
009F 001F 050F 008F 001F
BC BC
002F 001F

Procedure for Starting the Fresh Water Generator No.1 Main Engine Position Description Valve
Position Description Valve Closed No.1 fresh water generator distillate flow meter
To operate the fresh water generators, the sea water crossover main and the
Open Evaporator HT cooling water inlet valve WF366F bypass valve
main engine HT cooling water systems must be operational. The following
procedure assumes that the main engines are operating under steady conditions Open Evaporator HT cooling water outlet valve WF367F Closed No.1 fresh water generator distillate sample valve
and is similar for both main engines: Throttled Evaporator HT cooling water bypass valve WF368F Closed No.1 fresh water generator dosing unit supply
valve
a) Ensure the alarm and the control panels are switched on, Open No.1 fresh water generator distillate outlet valve WG001F
that instrument and gauge cocks are open and that all of the No.2 Main Engine
Open No.2 fresh water generator distillate pump outlet
instrumentation is reading correctly. Position Description Valve valve
Open Evaporator HT cooling water inlet valve WF346F Open No.2 fresh water generator distillate recirculation
b) Close the air vent valve on the fresh water generator shell, then valve
set the ejector pump system sea water system as follows: Open Evaporator HT cooling water outlet valve WF347F
Throttled Evaporator HT cooling water bypass valve WF348F Open No.2 fresh water generator distillate flow meter
inlet valve
No.1 Fresh Water Generator Ejector
SAMSUNG
The vacuum will now drop as the evaporation commences. The evaporator HT Open No.2 fresh water generator distillate flow meter
Position Description Valve cooling water bypass valve (WF368F for the No.1 main engine and WF348F outlet valve
for the No.2 main engine) should be throttled gradually over a period of time. Closed No.2 fresh water generator distillate flow meter
bypass valve
Open No.1 fresh water generator ejector pump discharge WS047F d) Check that the chemical injection unit has sufficient chemical
valve Closed No.2 fresh water generator distillate sample valve
and that the power is switched on and the unit operating. The
Closed No.1/No.2 fresh water generator ejector pump WS049F Closed No.2 fresh water generator dosing unit supply
dosage drum is topped-up from the evaporator outlet. Set the valve
discharge line crossover valve feed treatment flow control to approximately 5.5 litres/hour.
Closed No.1 fresh water generator sea water drain valve This setting will need to be amended as operating conditions Open No.2 fresh water generator distillate outlet valve WG002F
QGTC
Set No.1 fresh water generator sea water feed valve dictate.
h) If the port drinking water tank is to be filled, set the filling
Open No.1 fresh water generator sea water outlet valve WS050F system as shown in the following table:
e) Ensure the feed water is flowing into the heat exchanger/
Open Starboard sea water cooling system overboard WS021F
evaporator and that the brine eductor is drawing the brine from
discharge valve Position Description Valve
the evaporator shell, preventing the water level from rising. The
level must not reach the demisters or serious contamination will Open Rehardening filter inlet valve WG003F
No.2 Fresh Water Generator Ejector occur. Open Rehardening filter outlet valve WG004F
Position Description Valve Set Rehardening filter three-way valves (normal flow)
f) Allow the evaporator to stabilise and check that the temperatures
Open No.2 fresh water generator ejector pump inlet valve WS044F Closed Rehardening filter vent/drain valves (x2)
are not excessive. Once evaporation has stabilised, operate the
Open No.2 fresh water generator ejector pump discharge WS048F salinity alarm to prove it is functioning correctly. Operational Silver ion steriliser inlet valve
valve Open Silver ion steriliser inlet cock
Closed No.1/No.2 fresh water generator ejector pump WS049F g) Set the valves for the evaporator fresh water outlets as shown Open Silver ion steriliser outlet cock
discharge line crossover valve in the following table, then start the fresh water pump. The Open Silver ion steriliser outlet valve WG006F
Closed No.1 fresh water generator sea water drain valve distillate will initially be recirculated: Closed Silver ion steriliser bypass valve WG007F
Set No.1 fresh water generator sea water feed valve Open Port fresh water tank inlet valve WG009F
Open No.2 fresh water generator sea water outlet valve WS051F Position Description Valve
Closed Starboard fresh water tank inlet valve WG008F
Open Port sea water cooling system overboard discharge WS032F Open No.1 fresh water generator distillate pump outlet
valve valve i) If the starboard distilled water tank is to be filled, set the filling
Open No.1 fresh water generator distillate recirculation system as shown in the following table:
c) Start the ejector pump to create a vacuum inside the unit. Once valve
a minimum vacuum of 90% has been achieved, and a stable Open No.1 fresh water generator distillate flow meter
level is achieved in the shell of the evaporator, the main engine inlet valve
HT cooling water system valves can be set as shown in the Open No.1 fresh water generator distillate flow meter
following tables: outlet valve


Service PI PI

SAH XA XA SAH
Boiler S S
WH WP WP WH WP
005F 007F 006F 004F 058F
From Fresh
Water WS049F
TI TI
048F 047F
MC MC Engine PI PI
No.2 No.1
SAMSUNG
PP140 PP139
009F 008F
WH003F WH002F
Calorifiers PI PI
Control Room PI PI
To Water Fountain
Water Service WS WS
(3rd Deck) WP055F
044F 043F
To Cascade
PI
PI
Filter Tank
QGTC
Key WF WF TI TI
Fresh Water
XA 347F 346F
MM127
TI TI
PI From Main Engine
Bilge No.2
Jacket
Re- WF348F Main
Air Fresh Water
hardening Engine
WG003F Coolers
Filter PI
S
ST194F
From Steam Service
WG007F WG004F
(Starboard) Tank
Ultraviolet WP
MC 052F MC
PP110 PP107

(Port) LI
LI (Starboard)
LIAHL LIAHL
MM185 MM186
WG003F MC
MC WG054F
WG WP PP109
PP106 WG WG SP
009F 001F 050F 008F 001F
BC BC
002F 001F

Position Description Valve Stopping the Plant

Open Rehardening filter inlet valve WG003F
a) Fully open the evaporator HT cooling water bypass valve,
Open Rehardening filter outlet valve WG004F (WF368F for the No.1 main engine and WF348F for the No.2
Set Rehardening filter three-way valves (normal flow) main engine).
Closed Rehardening filter vent/drain valves (x2)
Off Silver ion steriliser inlet valve b) Turn off the salinity alarm.
Closed Silver ion steriliser outlet valve WG006F
c) Stop the distillate pump and close the discharge valve.
Open Silver ion steriliser bypass valve WG007F
Closed Port fresh water tank inlet valve WG009F d) Switch off the salinometer.
Open Starboard fresh water tank inlet valve WG008F
e) Allow the evaporator to cool down before stopping the ejector
j) If the port tank is being filled, start the silver ion steriliser and pump and closing the sea water system valves.
check that it is operating correctly.
SAMSUNG
f) Shut down the chemical injection unit.
k) As the salinity falls, the salinometer will operate the outlet
solenoid valve and the unit will start to discharge water to the g) Open the air vent.
intended storage tank. Ensure the distillate pump discharge
pressure is correct and that the distillate is being pumped to the
desired fresh water tank.
The output of the fresh water generator depends upon the amount of HT cooling
QGTC
water passing through the heat exchanger which is controlled by throttling the
bypass valve. The evaporator should be observed closely following start-up to
ensure smooth operation.
Procedure to Operate No.2 Fresh Water Generator on Steam

Heating
Should fresh water production be required and the main engines are stopped
or producing insufficient heat to power the evaporators, steam heating may be
applied to No.2 fresh water generator to boost water production.
Prior to operating the fresh water generator on steam heating the remnant high
temperature jacket water should be drained from the evaporator body. Once
drained, the internal pipework should be refilled with fresh water, so that when
the steam is applied the possibility of internal thermal shock is minimised.
Ensure that the main engine high temperature inlet and outlet valves, WF346fF
and WF347F, to and from the evaporator, are closed. Open the steam inlet valve
to the evaporator, ST194F, and operate the unit as previously described.
A pressure relief valve is fitted on the steam supply line to prevent any over-
pressure in the pipework.

Illustration 2.5.1a Main Engine High Temperature Fresh Water Cooling Systems
WG141F From Fresh
Key Water Service
WG140F
High Temperature Cooling Water
Auto No.2 High Temperature
Domestic Fresh Water No.1 High Temperature Auto
Venting Unit Cooling Fresh LAL
LAL MM062
Cooling Fresh Venting Unit
Water Expansion MM063 Saturated Steam Water Expansion WF
WF Tank (2.0m3) 2nd Deck Tank (2.0m3) 359F
2nd Deck Control Air
379F
Electrical Signal LAL
LAL MM060 WF355F No.1 Main Engine
No.2 Main Engine WF375F MM061 (Starboard)
(Port) From Fresh
To Cascade PI
TIAH Filter Tank Water Service
TIC WG142F TIC
TIAH
MP017 MP038 MS038
MS017
No.2 Fresh No.1 Fresh
Water Generator TI
TI Water Generator
TI TI
SAMSUNG
WF WF
346F 366F
WF WF
348F 368F
TI
TI
TI PI PS PS PI TI
Chemical Chemical
TIAH PIAL WF Dosing Unit Dosing Unit
WF
MP040 MP016 347F 367F TIC TIAH
From Steam Service MS016 MS040
PI ST194F
ST254F
QGTC
PI PI
WF WF
TI TI
370F 350F
Main Engine No.2 No.2 Main Engine
Jacket Cooling Fresh PI PI Jacket Cooling Fresh
Water Pumps for No.2 Water Pumps for No.1
Main Engine Main Engine
WF WF
(180m3/h x 3.0kg/cm2) TI Main Engine Main Engine TI (180m3/h x 3.0kg/cm2)
372F 352F
AUTO Jacket Fresh Jacket Fresh AUTO
XA CH-VR Control Water Coolers Water Coolers Control WF CH-VR XA
PP018 WF Air PP015
for No.2 Main for No.1 Main Air 357F
376F
TOC
Engine Engine WF
PI PI WS PI PI PI
(Each 100%) (Each 100%) PI TOC
MP039 356F
377F From MS039
WF No.1 WF E.P From WF No.1 WF
MC IAS B WF WF E.P MC
A TI TI B IAS
361F PP019 373F 369F 349F A 353F PP016 341F
Deaerator No.1 No.1
WF C
PI PI for No.2 Main PI PI Deaerator PI PI
C WF
301F for No.1 Main
Engine 300F
Engine
WF WF WF WF WF WF WF WF WF WF
MC TI TI MC
378F 365F 362F No.2 PP020 374F 371F 351F 354F No.2 342F 345F
PP017 358F
(NC) (NC)
WF WF Main Engine Jacket WF WF

PI PI PI Water Transfer Pump PI
364F 363F TI TI 343F 344F
WF (2.0m3/h x 3.0kg/cm2)
Main Engine Jacket 384F WF WF Main Engine Jacket
Water Preheater for WF 382F MC
381F Water Preheater for
PP117
No.2 Main Engine 383F No.1 Main Engine
TI TI
To BIlge Main Engine Jacket
LAH
Holding Tank MM241 Water Drain Tank
(2.0m3)

2.5 Fresh Water Cooling Systems As the port and starboard main engine HT systems are identical in their The fresh water generator built into the system utilises the heat in the HT
construction, only one system has been described for reasons of clarity. cooling water to produce fresh water from sea water. The hot water from the
2.5.1 Main Engine Jacket Cooling Fresh Water engine is passed through the generator, but it can also be bypassed when the
System The HT fresh water cooling system incorporates two coolers through which generation of water is not necessary. With the assistance of the preheater the
low temperature cooling fresh water circulates to remove heat from the HT fresh water generator can also be used when the main engine is running on
system. There is also a preheater which uses steam for heating the cooling reduced load.
High Temperature Fresh Water Cooling Pump
water when the engine is on standby, so maintaining the engine in a state of
Manufacturer: Shinko Industries Ltd. constant readiness. A deaerating vessel has been fitted in the circulation system An expansion tank in each system allows for thermal expansion and contraction
No. of sets: 2 per engine between the jacket water coolers and the jacket water cooling pumps and of the water in the system, with the make-up water being supplied to the
Type: Vertical centrifugal motor-driven connects with the expansion tank. expansion tank from the fresh water service system. The expansion tank also
provides a positive head to the system with the outlet being connected to the
Model: SVS150MH
Each main engine HT system has two cooling water pumps which are rated deaeration vessel.
Capacity: 180m³/h at 3.0kg/cm2 at 180m3/h x 3.0kg/cm2 each. The system supplies cooling water to the
Motor rating: 440V, 30kW at 1,800 rpm main engine jackets, cylinder covers and exhaust valve casings. One pump To prevent corrosion within the system, chemicals are added to the cooling
is normally used to circulate water through the system with the other being water via the fresh water expansion tanks. To facilitate this the cooling water
SAMSUNG
switched to automatic standby, allowing it to start in the event of the duty pump must be sampled and analysed regularly and the treatment chemical added to
High Temperature Fresh Water Coolers failing or the discharge pressure falling below a predefined set point. the expansion tank as required to maintain the correct water condition.
No. of sets: 2 per engine The system operates on a closed-circuit principle so when the pumps discharge WARNING
to the main engine, the water returns back to the duty pump’s suction. The flow
Type: Plate Care must be taken when handling chemicals to avoid direct skin, eye
can pass directly to the pump suction or via the main engine jacket fresh water
Model: M15-MFM8 or clothing contact. Approved eye protection and gloves MUST be worn
cooler. A temperature controlled three-way valve fitted between the coolers
at all times. In the event of accidental contact, seek medical attention
Capacity: 180m³/h jacket water and 216m³/h fresh water and the pumps regulates the flow of water through the coolers, and in doing so
immediately.
maintains the desired cooling water temperature of 82°C at the engine outlet.
QGTC
Main Engine Jacket Fresh Water Preheater The steam preheater is fitted to allow the temperature of the HT cooling system Preparation for the Operation of the High Temperature Fresh
Manufacturer: Donghwa Entec to be maintained when an engine is either stopped, running on low load, or Water Cooling System
No. of sets: 1 per engine for warming-through purposes from cold. Under normal circumstances, the
main engines will be maintained in a warm condition ready for operation with The port and starboard main engine systems are identical, so only one system
Type: Steam, shell and tube one of the main jacket HT cooling FW pumps operating on each engine. The has been referred to. The description assumes that the system is being started
Surface area: 1.92m² preheater can also be operated to ensure that there is sufficient heat in the HT from cold and that steam is available for the preheater:
water to operate the fresh water generator, but the No.2 fresh water generator
also has the facility to be operated on steam. This would normally be the a) Confirm that the main engine fresh water cooling system is fully
Jacket Water Transfer Pump
preferred method of generating water when the main engines are stopped, but charged with water and that all of the air has been vented from
Manufacturer: Shinko Industries Ltd. the preheater facility exists in the event of there being a problem with the No.2 the system.
No. of sets: 1 fresh water generator.
Type: Horizontal centrifugal motor-driven b) Check that the fresh water expansion tank is at the correct level.
From the jacket cooling fresh water pumps the HT water enters the engine and
Model: HJ40-2MH Top-up from the fresh water service system as necessary.
is distributed to the cylinder units via a cooling water main. The jacket cooling
Capacity: 2m³/h at 3.0kg/cm2 water enters each cylinder unit at the lower end and flows upwards through
c) Check that all of the pressure gauge and instrumentation valves
Motor rating: 440V, 1.5kW at 3,600 rpm the jacket, cylinder cover and exhaust valve casing, before discharging into the
are open and functional.
outlet main. This ensures that there is a steady temperature rise from the cooler
parts of the system to the hotter parts, and also ensures that any air trapped in
Introduction d) Ensure the fresh water generator bypass valve is open and the
the water flows out of the system, so preventing air pockets forming which
fresh water generator inlet and outlet valves are closed.
could interfere with effective cooling. Each cylinder unit can be isolated and
The high temperature (HT) fresh water cooling system operates to circulate drained to the jacket water drain tank. This tank has a capacity of 2.0m3 and is
cooling fresh water through the main engine jacket systems. Each main engine e) Ensure that all the main engine individual cylinder inlet and
equipped with a transfer pump that allows the operator to return the water to
HT system is separate and comes complete with dedicated pumps, coolers, outlet valves are open and that the vent and drain valves are
the correct HT system.
preheater, fresh water generator and expansion tank, as shown in illustration closed.
2.5.1a. The systems are self-contained except that they share a jacket water
drain tank and jacket water drain transfer pump.

WG141F From Fresh
Key Water Service
WG140F
LAL MM062
379F
(Port) From Fresh
To Cascade PI
TIC WG142F TIC
TIAH
MP017 MP038 MS038
MS017
Water Generator TI
TI Water Generator
TI TI
SAMSUNG
WF WF
346F 366F
WF WF
348F 368F
TI
TI
TI PI PS PS PI TI
Chemical Chemical
WF
PI ST194F
ST254F
QGTC
PI PI
WF WF
TI TI
370F 350F
WF WF
372F 352F
PP018 WF Air PP015
376F
TOC
Engine Engine WF
PI PI WS PI PI PI
MP039 356F
377F From MS039
A TI TI B IAS
361F PP019 373F 369F 349F A 353F PP016 341F
Deaerator No.1 No.1
WF C
C WF
301F for No.1 Main
Engine 300F
Engine
MC TI TI MC
PP017 358F
(NC) (NC)

364F 363F TI TI 343F 344F
WF (2.0m3/h x 3.0kg/cm2)
PP117
TI TI
LAH
(2.0m3)

f) Set up the valves in accordance with the following tables; as the Position Description Valve k) When the system is at the correct temperature and the engine
fresh water coolers are 100% capacity, only one cooler will need has been warmed-through for the required period of time, the
Open No.2 jacket cooling fresh water pump suction WF374F
to be used. main engine can be started.
valve
Assuming that the No.1 fresh water cooler is to be used as the duty cooler, set Open No.2 jacket cooling fresh water pump discharge WF362F l) When the engine is operating under stable conditions and is on-
the system valves in accordance with the following tables: valve load, the jacket water preheater can be shut down.
Open Jacket water preheater inlet valve WF363F
No.1 Main Engine (Starboard) Open Jacket water preheater outlet valve WF364F m) Low temperature cooling water must be circulating through the
Closed Jacket water preheater bypass valve WF365F main engine central fresh water cooler when the main engine is
Position Description Valve operating in order to remove excess heat from the jacket cooling
Closed Lowest point drain valve WF378F
Open No.1 jacket cooling fresh water pump suction WF353F water. Refer to Section 2.5.2 of this manual for details of this
Closed Drain valve from cylinder units WF377F system.
valve
Open Fresh water expansion tank outlet valve WF375F
Open No.1 jacket cooling fresh water pump discharge WF341F
valve Open Engine equalisation valve WF376F n) When the engine is at full power, water can if necessary be
Closed Jacket water outlet manifold manual vent valve circulated through the fresh water generator to allow for the
SAMSUNG
Open No.2 jacket cooling fresh water pump suction WF354F
Open Jacket water outlet manifold automatic venting production of distilled water. See the description in Section
valve
unit isolation valve 2.4.3 of this manual for further details.
Open No.2 jacket cooling fresh water pump discharge WF342F
valve Open Fresh water generator bypass valve WF348F
CAUTION
Open Jacket water preheater inlet valve WF343F Closed Fresh water generator inlet valve WF346F
Any attempt to operate the main engine without the main sea water
Open Jacket water preheater outlet valve WF344F Closed Fresh water generator outlet valve WF347F
cooling system or the high temperature and central fresh water cooling
Closed Jacket water preheater bypass valve WF345F Operational Jacket water cooler three-way temperature control WF301F systems being operational will result in damage to the main engine.
Closed Lowest point drain valve WF358F valve
QGTC
Closed Drain valve from cylinder units WF357F Open No.1 jacket cooler inlet valve WF369F
Open No.1 jacket cooler outlet valve WF371F Procedure to Transfer Cooling Water from the Jacket Water
Open Fresh water expansion tank outlet valve WF355F Drain Tanks to the Main Engines
Open Engine equalisation valve WF356F Closed No.2 jacket cooler inlet valve WF370F
Closed Jacket water outlet manifold manual vent valve Closed No.2 jacket cooler outlet valve WF372F Before any maintenance can be carried out on the engine units or exhaust
Open Jacket water outlet manifold automatic venting valves, the cooling water spaces of the units concerned must be drained to
g) Set the No.1 pump selector switch to RUN through the IAS. the jacket water drain tank. Because of the addition of expensive chemical
unit isolation valve
Check both HT systems for leaks. When the system pressure has treatment to the cooling water, it is preferable to return this cooling water to
Open Fresh water generator bypass valve WF368F become stable, switch the No.2 starboard pump to STANDBY. the HT system when repairs have been completed. This conserves the water
Closed Fresh water generator inlet valve WF366F and the chemicals and reduces costs. When the maintenance work has been
Closed Fresh water generator outlet valve WF367F h) Vent the system, including all of the engine cylinders. completed, the water can be returned to the system by the jacket water drain
Operational Jacket water cooler three-way temperature control WF300F transfer pump. However, should this water be known to be contaminated, it can
valve i) Supply steam to the preheater by opening valve ST185F be disposed of by pumping to the bilge holding tank.
Open No.1 jacket cooler inlet valve WF349F (starboard) or ST182F (port) and open the condensate outlet valve
ST253F (starboard) or ST252F (port). Allow the temperature to The description that follows has assumed that it is the starboard engine that has
Open No.1 jacket cooler outlet valve WF351F rise and adjust the steam demand accordingly. been worked on and that the contents of the jacket water drain tank are to be
Closed No.2 jacket cooler inlet valve WF350F returned back to that engine.
Closed No.2 jacket cooler outlet valve WF352F CAUTION
A close watch must be kept on the temperature of the circulating water a) Set the valves in accordance with the following table:
No.2 Main Engine (Port) when the engine is cold to prevent a rapid rise in temperature. Increasing
the water temperature too quickly can result in thermal stress to the Position Description Valve
Position Description Valve engine and possible damage. The rate of increase must be set according
Open Jacket water drain transfer pump suction valve WF381F
Open No.1 jacket cooling fresh water pump suction WF373F to the engine manufacturer’s instructions.
Open Jacket water drain transfer pump discharge valve WF382F
valve
Closed Jacket water drain tank filling valve WF383F
Open No.1 jacket cooling fresh water pump discharge WF361F j) Test the system for chemical concentration and add chemicals
valve as required via the HT expansion tank. Check for system leaks Closed Jacket water drain transfer pump discharge to WF384F
as the temperature of the jacket cooling system rises. bilge holding tank

WG141F From Fresh
Key Water Service
WG140F
LAL MM062
379F
(Port) From Fresh
To Cascade PI
TIC WG142F TIC
TIAH
MP017 MP038 MS038
MS017
Water Generator TI
TI Water Generator
TI TI
SAMSUNG
WF WF
346F 366F
WF WF
348F 368F
TI
TI
TI PI PS PS PI TI
Chemical Chemical
WF
PI ST194F
ST254F
QGTC
PI PI
WF WF
TI TI
370F 350F
WF WF
372F 352F
PP018 WF Air PP015
376F
TOC
Engine Engine WF
PI PI WS PI PI PI
MP039 356F
377F From MS039
A TI TI B IAS
361F PP019 373F 369F 349F A 353F PP016 341F
Deaerator No.1 No.1
WF C
C WF
301F for No.1 Main
Engine 300F
Engine
MC TI TI MC
PP017 358F
(NC) (NC)

364F 363F TI TI 343F 344F
WF (2.0m3/h x 3.0kg/cm2)
PP117
TI TI
LAH
(2.0m3)


Open Starboard system lowest point drain valve WF358F
Closed Port system lowest point drain valve WF378F
Closed Starboard drain valve from cylinder units WF357F
Closed Port drain valve from cylinder units WF377F
b) Start the jacket water transfer pump. Monitor the level in the
jacket water drain tank and the starboard main engine expansion
tanks to ensure that the cooling water is returning. Use all
available manual vents to fully vent the system.
c) When the contents of the tank have been transferred, stop the
pump and close the system valves. Top the system up if required
from the fresh water service system.
SAMSUNG
CAUTION
Care should be taken when refilling the main engine to prevent any
unwanted air pockets. The system should be thoroughly vented to prevent
any entrained air, as this could cause the formation of steam upon the
engine system reaching working temperature with the possibility of
severe engine damage.
QGTC
Once refilled, the water should be tested to establish the chemical levels at the
earliest opportunity, and treatment should be added as required.
Note: The above procedure illustrates transferring drain water back into
the main engine system. Company policy should be confirmed that this is
allowed to be done, as it is possible to taint the remaining water in the system.
It may be prudent to consider dumping the water and refilling the system
with clean water.

Illustration 2.5.2a Starboard Central Fresh Water Cooling System No.1/2 Generator Engine TI PI To Port LT CFW
TI
To / from Unit Cooler for Accommodation Nozzle Cooling Unit Expansion Tank
To / From Cooler From Fresh
No.1 N2 Circulation Pumps
Upper WF046F PI PI Water Service (3.7m3/h x 2.5kg/cm2) WG138F
Compressor
Deck Frequency Converter From Fresh No.1 Low Temperature
WF045F TI TI PI Water Service Cooling Fresh Water
Key Expansion Tank LAL
From No.2 Air XA WF
Fresh Water No.2 Unit MM116 WF082F (2m3) MM058
Conditioning Plant WF 083F
WF048F Cooler for
052F TI WF065F
Bilge No.1 MSB WF
From Inert Gas Cooler Unit Air PI Room To Scupper 064F
WF047F TI WF071F WF072F
XA
Electrical Signal MC No.1 Unit MM115
PP171
WF078F Cooler for
TI
PI
No.1 MSB
WF Room
054F WF077F TI WF WF WF WF
TI WF051F XA
TI MM094 WF 024F 311F WF WF 023F 310F WF
MI Packaged Air Conditioning 070F 305F 069F 304F
No.1 No.1 ECR
SAMSUNG
WF Central Fresh Water Pump WF050F Unit Cooler WF WF
TI PI PS 167F for Accommodation 030F WF 029F WF
Air (22.5m3/h x 1.5kg/cm2) WF049F TI TIAHL 315F TIAHL 313F
Conditioning DG219 DG119
TI TI TI TI
Plant TI TI
TI PI Set TI PI Set
Lubricating 85°C Lubricating 85°C PI TI
TIAH AIR TIAH AIR
MI TI Oil Cooler Oil Cooler
Atmospheric TEMP TEMP
MM099
Dump/Drain TIAH CFW TIAH CFW Electric
No.1 TI TI No.2 TI WF044F Jacket Jacket
Condenser TI TEMP TEMP Heater
WF TI TI
149F WF043F No.2 No.1
WF148F Refrigeration Feed Air Nozzle Nozzle
Generator Generator
QGTC
Compressors TI TI
Provisions Plant Air Cooler Cooling PIAL Air Cooler Cooling PIAL
for N2 Generator TI DG223 DG123
TI WF147F
No.2 TI TI No.1 TI WF042F LT Air WF LT Air WF
CFW CFW No.2 No.1
MI
LAH
Cooler HT Air 314F
LAH
Cooler HT Air 312F
MM104 LEAK LEAK
WF041F Cooler Cooler
No.1 Main Air TI WF WF
TI TI TI TI TI TI TI
Compressor 081F 080F
TI
TI WF040F PI TI
PI TI WF016F Engine TI TI
Room W/S TI WF032F
WF039F WF PI
WF PI
Jacket Fresh PI WF014F Unit Cooler 026F No.2 G/E 025F No.1 G/E G/E Jacket
TI Water Coolers WF031F Water
No.1 Topping-Up for No.1 No.2 XA
Preheating Unit
MM094
Air Compressor TI WF038F Main Engine TI WF WF WF WF WF WF for No.1/2 G/E
067F 020F 303F 066F 019F 302F (3.1m3/h
WF037F PI TI WF015F x 2.0kg/cm2)
TI PI WF013F Main Engine TIAH

No.2 Control Air Air Coolers MS045
Compressor No.1
TI WF036F for No.1 Main Engine TI
WF035F
TI
No.2 AUTO XA WF062F
TI CH-VR PP025
TIAH TI PI PI TI
TI PI TI WF012F MSXX PI PI
No.1 Control Air TIAH WF057F WF056F
Compressor Main No.2 No.1
TI WF034F PI WF010F MSXX
WF007F WF005F MC WF061F WF001F
LO Coolers No.2 PP027 TI PI PI TI
for No.1 No.2 No.1 TI Central Fresh
WF033F Main Engine TI Water Cooler WF059F WF058F
No.1 MC
TIAH PIAL PS PI PP026 PI Each 100%
TI PI TI WF011F MS044 MP043
No.1
Stern Tube TIC
WF006F WF004F WF060F FM E/P Control Air
PI TI WF018F PI WF009F To Bilge MM265 Low Temperature Cooling IAS
Lubricating TOC
Oil Cooler No.1 Holding Tank Fresh Water Pumps MM266
PI WF017F (1060m3/h x 2.8kg/cm2)

2.5.2 Central Fresh Water Cooling System Introduction The starboard central cooling fresh water system is as shown in illustration
2.5.2a, and circulates water through the following items of equipment:
Starboard Central Cooling Fresh Water System Pumps There are two central cooling fresh water systems fitted on the port and • Starboard main engine LO coolers
starboard sides of the engine room. Each system is independent of the other
Manufacturer: Shinko Industries Ltd. and is equipped with its own dedicated pumps, coolers and header tanks, as • Starboard main engine charge air coolers
No. of sets: 2 per engine shown in illustrations 2.5.2a and 2.5.2b. The systems are often referred to as the • Starboard main engine jacket water coolers
Type: Vertical centrifugal motor-driven low temperature (LT) systems, as opposed to the main engine jacket cooling
water system which is referred to as the high temperature (HT) system. • Starboard stern tube LO cooler
Model: SVS350M
• No.1 and No.2 diesel generator engine units including the
Capacity: 1,060m³/h at 2.8kg/cm2 The two systems operate on a closed-circuit principle and are very similar to alternators, LO coolers, jacket coolers, HT and LT air coolers
Motor rating: 440V, 132kW at 1,800 rpm each other, but there are small differences in the auxiliary machinery being and nozzle cooling unit heat exchanger
cooled. Each system uses one of the two central cooling fresh water pumps to
• No.1 main air compressor
discharge water to the various consumers, with the return flow going back to
Port Central Cooling Fresh Water System Pumps the pump suction. A temperature controlled three-way valve fitted between the • No.1 topping-up air compressor
Manufacturer: Shinko Industries Ltd. coolers and the pumps regulates the flow of water through the coolers and in • No.1 and No.2 control air compressors
SAMSUNG
No. of sets: 2 per engine doing so maintains the desired cooling water temperature of 36°C.
• No.1 and No.2 unit coolers for starboard main switchboard
Type: Vertical centrifugal motor-driven room
One LT pump in each system is normally used to circulate water through the
Model: SVS400M system, with the other being switched to automatic standby, allowing it to start • No.1 unit cooler for engine control room
Capacity: 1,370m³/h at 2.8kg/cm2 in the event of the duty pump failing or the discharge pressure falling below a
predefined set point. • No.1 nitrogen compressor frequency converter
Motor rating: 440V, 150kW at 1,200 rpm
• No.1 and No.2 provision refrigeration condensers
Each system is equipped with two 100% plate coolers and sea water is
Package Air Conditioning Cooling Fresh Water Pump • No.1 air conditioning condenser
circulated through the coolers by the main cooling sea water pumps. The main
QGTC
Manufacturer: Shinko Industries Ltd. sea water cooling system has been described in Section 2.4 of this manual. • Atmospheric dump condenser/drains cooler
No. of sets: 1 • Unit cooler for workshop
An expansion tank provides a positive head to the system, as well as allowing
Type: Horizontal centrifugal motor-driven for thermal expansion and contraction of the water in the system. The positive • No.1 and No.2 nitrogen generators air compressor coolers
Model: GJ50-20M head ensures that, in the event of a failure of a central cooler, the fresh water • Accommodation package air conditioning units (x4)
Capacity: 22.5m³/h at 1.5kg/cm2 will leak into the sea water system, so sea water will not contaminate the
Motor rating: 440V, 3.7kW at 1,800 rpm LT fresh water system. The tank outlet is connected to the system near the The port central cooling water system is as shown in illustrations 2.5.2b, and
pump suction and the tank is topped-up from the fresh water service system. circulates water through the following items of equipment:
To prevent internal pipe corrosion, chemicals are added to the system water
Starboard Central Fresh Water Coolers via a tundish on the expansion tank. For this to be effective the cooling water • Port main engine LO coolers
must be sampled and analysed regularly and the treatment chemical dosed as • Port main engine scavenge air coolers
required to maintain the correct water condition.
No. of sets: 2 per engine • Port main engine jacket water coolers
Type: Plate WARNING • Port stern tube LO cooler
Model: M30-FM Care must be taken when handling chemicals to avoid direct skin, eye • No.3 and No.4 diesel generator engine units including the
Capacity: 1,060m³/h fresh water and 1,290m³/h sea water or clothing contact. Approved eye protection and gloves MUST be worn alternators, LO coolers, jacket coolers, HT and LT air coolers
at all times. In the event of accidental contact, seek medical attention and nozzle cooling unit heat exchanger
immediately.
Port Central Fresh Water Coolers • No.1 and No.2 service air compressors
Manufacturer: Alfa Laval Low temperature cooling water from the starboard system also supplies the • No.2 topping-up air compressor
No. of sets: 2 per engine package AC cooling fresh water pump, which in turn supplies the coolers in • No.2 main air compressor
the four package AC units on deck. These are located in the cargo switchboard
Type: Plate • No.1, No.2, No.3 and No.4 boiler water circulating pumps
room (2 units), the cargo control room (1 unit), and the electric equipment
Model: M30-FM room (1 unit). The return water from the deck feeds back into the starboard • No.2 main air conditioning condenser
Capacity: 1,370m³/h fresh water and 1,630m³/h sea water central cooling fresh water system.
• No.1 and No.2 unit coolers for port main switchboard room

Illustration 2.5.2a Starboard Central Fresh Water Cooling System No.1/2 Generator Engine TI PI To Port LT CFW
TI
To / from Unit Cooler for Accommodation Nozzle Cooling Unit Expansion Tank
To / From Cooler From Fresh
No.1 N2 Circulation Pumps
Upper WF046F PI PI Water Service (3.7m3/h x 2.5kg/cm2) WG138F
Compressor
Deck Frequency Converter From Fresh No.1 Low Temperature
WF045F TI TI PI Water Service Cooling Fresh Water
Key Expansion Tank LAL
From No.2 Air XA WF
Fresh Water No.2 Unit MM116 WF082F (2m3) MM058
Conditioning Plant WF 083F
WF048F Cooler for
052F TI WF065F
Bilge No.1 MSB WF
From Inert Gas Cooler Unit Air PI Room To Scupper 064F
WF047F TI WF071F WF072F
XA
Electrical Signal MC No.1 Unit MM115
PP171
WF078F Cooler for
TI
PI
No.1 MSB
WF Room
054F WF077F TI WF WF WF WF
TI WF051F XA
TI MM094 WF 024F 311F WF WF 023F 310F WF
MI Packaged Air Conditioning 070F 305F 069F 304F
No.1 No.1 ECR
SAMSUNG
WF Central Fresh Water Pump WF050F Unit Cooler WF WF
TI PI PS 167F for Accommodation 030F WF 029F WF
Air (22.5m3/h x 1.5kg/cm2) WF049F TI TIAHL 315F TIAHL 313F
Conditioning DG219 DG119
TI TI TI TI
Plant TI TI
TI PI Set TI PI Set
Lubricating 85°C Lubricating 85°C PI TI
TIAH AIR TIAH AIR
MI TI Oil Cooler Oil Cooler
Atmospheric TEMP TEMP
MM099
Dump/Drain TIAH CFW TIAH CFW Electric
No.1 TI TI No.2 TI WF044F Jacket Jacket
Condenser TI TEMP TEMP Heater
WF TI TI
149F WF043F No.2 No.1
WF148F Refrigeration Feed Air Nozzle Nozzle
Generator Generator
QGTC
Compressors TI TI
Provisions Plant Air Cooler Cooling PIAL Air Cooler Cooling PIAL
for N2 Generator TI DG223 DG123
TI WF147F
No.2 TI TI No.1 TI WF042F LT Air WF LT Air WF
CFW CFW No.2 No.1
MI
LAH
Cooler HT Air 314F
LAH
Cooler HT Air 312F
MM104 LEAK LEAK
No.1 Main Air TI WF WF
TI TI TI TI TI TI TI
Compressor 081F 080F
TI
TI WF040F PI TI
PI TI WF016F Engine TI TI
Room W/S TI WF032F
WF039F WF PI
WF PI
Jacket Fresh PI WF014F Unit Cooler 026F No.2 G/E 025F No.1 G/E G/E Jacket
TI Water Coolers WF031F Water
No.1 Topping-Up for No.1 No.2 XA
Preheating Unit
MM094
Air Compressor TI WF038F Main Engine TI WF WF WF WF WF WF for No.1/2 G/E
067F 020F 303F 066F 019F 302F (3.1m3/h
WF037F PI TI WF015F x 2.0kg/cm2)
TI PI WF013F Main Engine TIAH

No.2 Control Air Air Coolers MS045
Compressor No.1
TI WF036F for No.1 Main Engine TI
WF035F
TI
No.2 AUTO XA WF062F
TI CH-VR PP025
TIAH TI PI PI TI
TI PI TI WF012F MSXX PI PI
No.1 Control Air TIAH WF057F WF056F
Compressor Main No.2 No.1
TI WF034F PI WF010F MSXX
WF007F WF005F MC WF061F WF001F
LO Coolers No.2 PP027 TI PI PI TI
for No.1 No.2 No.1 TI Central Fresh
No.1 MC
TIAH PIAL PS PI PP026 PI Each 100%
TI PI TI WF011F MS044 MP043
No.1
Stern Tube TIC
WF006F WF004F WF060F FM E/P Control Air
Lubricating TOC
Oil Cooler No.1 Holding Tank Fresh Water Pumps MM266
PI WF017F (1060m3/h x 2.8kg/cm2)

• No.2 nitrogen compressor frequency converter Each unit is equipped with an accumulator connected to the suction side of the Position Description Valve
pump which is used to take out pressure peaks and to help maintain a positive
• No.2 unit cooler for engine control room Open No.1 central cooling fresh water pump discharge WF006F
head on the system. The main LT central fresh water system is used to remove
• Inert gas generator water chiller unit cooler valve
any excess heat from the nozzle plate coolers, as shown in the illustrations
provided. Open No.2 central cooling fresh water pump suction WF061F
• Inert gas generator dryer unit cooler
valve
Open No.2 central cooling fresh water pump discharge WF067F
Note: Both air conditioning unit coolers are provided with blank dry dock Preparation for the Operation of the Central Fresh Water valve
connections to allow these units to be supplied by an external cooling circuit Cooling Systems
whilst the LT systems are shut down. Open Starboard main engine No.1 air cooler inlet
valve
The port and starboard systems are very similar, so for clarity only one system Open Starboard main engine No.1 air cooler outlet
Main Generator Sets has been referred to in the following text, but valve tables have been provided valve
for both. The following description has assumed that the systems are being
Open Starboard main engine No.2 air cooler inlet
The four diesel generator sets all have a similar cooling water system, with two set up for the first time using one central fresh water cooler in each system.
valve
generators being supplied by each of the two systems. In practise, the system will normally be operating with at least one generator
SAMSUNG
engine running, so that heated water will be circulating. Open Starboard main engine No.2 air cooler outlet
valve
Each generator set alternator is supplied with cooling water directly from the
a) Ensure that the central cooling fresh water system is fully Open Starboard main engine No.1 jacket water cooler WF013F
LT cooling water system, while each diesel generator engine has two cooling
charged with water and that all air has been vented from the inlet valve
water circuits. One of these circuits is fed directly from the central cooling
fresh water system and supplies the low temperature (LT) air cooler and LO system. Ensure that the expansion tank drain valves are closed Open Starboard main engine No.1 jacket water cooler WF015F
cooler, while the second circuit is boosted by an engine-driven centrifugal and the expansion tank is at the correct level. Top-up the tank if outlet valve
pump and draws its water from the return side of the LT circuits. This circuit required from the fresh water service system. Open Starboard main engine No.2 jacket water cooler WF014F
supplies the high temperature (HT) air cooler and the engine cooling water inlet valve
cylinder jackets. b) Ensure that all pressure gauge and instrumentation valves are
QGTC
Open Starboard main engine No.2 jacket water cooler WF016F
open and check that all individual cooler vent and drain valves outlet valve
A three-way temperature control valve has been fitted at the cooling water are closed.
Open Starboard main engine No.1 LO cooler inlet WF009F
outlet on each engine HT circuit and is set to regulate the temperature at 85°C. valve
This valve is used to direct some of the hot water back to the central fresh water c) Assuming that the No.1 port and starboard fresh water coolers
are to be used, set the valves in accordance with the following Open Starboard main engine No.1 LO cooler outlet WF011F
coolers to maintain the correct system temperature, but the engine-driven pump
tables: valve
will draw more water from the central cooling water system to compensate for
the hot water leaving the engine. The air coolers and jacket outlet manifold are Open Starboard main engine No.2 LO cooler inlet WF010F
continuously vented back to the central cooling system expansion tank to avoid valve
No.1 (Starboard) Central Fresh Water Cooling System
a build-up of air pockets. Open Starboard main engine No.2 LO cooler outlet WF012F
Position Description Valve valve
When the generator units are stopped, the engine jacket water temperature is Open Starboard central cooling system expansion tank WF064F Open Starboard stern tube LO cooler inlet valve WF017F
maintained by preheating units. One unit serves the No.1 and No.2 generators, outlet valve Open Starboard stern tube LO cooler outlet valve WF018F
while a second unit serves the No.3 and No.4 generators. Each unit comprises Closed Starboard central cooling system expansion tank WF065F Open No.1 main air compressor inlet valve WF039F
two pumps which circulate the cooling water through an electric heater and drain valve
around the engine jackets. The flow of water from the heater is in the opposite Open No.1 main air compressor outlet valve WF040F
Open Starboard central cooling system return vent WF063F Open No.1 topping-up air compressor inlet valve WF037F
direction to the normal flow of cooling water, which ensures that the heated
valve
water only flows through the generator engines that are stopped. Open No.1 topping-up air compressor outlet valve WF038F
Open No.1 central fresh water cooler inlet valve WF056F
Open No.1 control air compressor inlet valve WF033F
Cooling for the generator fuel injector nozzles is by a separate unit, one unit Open No.1 central fresh water cooler outlet valve WF058F
Open No.1 control air compressor outlet valve WF034F
for the No.1 and No.2 generators and another for the No.3 and No.4 generators. Closed No.2 central fresh water cooler inlet valve WF057F
Each unit consists of two cooling water circulating pumps which circulates the Open No.2 control air compressor inlet valve WF035F
Closed No.2 central fresh water cooler outlet valve WF059F
water through a plate cooler to the engines. This system is also equipped with Open No.2 control air compressor outlet valve WF036F
Operational Central fresh water cooler three-way control WF001F
a three-way temperature controlled valve which regulates the flow of water Open No.1 alternator inlet valve WF025F
valve
through the plate cooler, so maintaining the correct inlet temperature at the Open No.1 alternator outlet valve WF029F
engine injectors. Open No.1 central cooling fresh water pump suction WF060F
valve Open No.1 diesel generator LT cooling inlet valve WF019F

Illustration 2.5.2b Port Central Fresh Water Cooling System No.3/4 Generator Engine Circulation TI PI
From Nozzle Cooling Unit
Fresh Pumps
WG139F
TI
XA Water (3.7m3/h x
Key No.2 Unit MM097 2.5kg/cm2)
To / From Cooler for No.2 Service From Starboard
WF139F WF141F Cooler for No.2 Low Temperature
Fresh Water N2 Compressor PI PI TI LT CFW
No.2 MSB TI PI Cooling Fresh Water
Frequency Converter Expansion Tank
Bilge Room Expansion Tank LAL
TI WF138F WF140F TI WF (2m3)
WF084F MM059
Air 085F
WF159F WF
Electrical Signal
XA 158F
No.1 Unit MM131 WF165F WF166F To Scupper
Cooler for
WF181F TI
To No.1 No.2 MSB
Air Conditioning Room
XA WF180F TI
Plant MM095 TI
No.2 ECR WF WF WF WF
Unit Cooler WF143F WF 121F 329F WF WF 120F 328F WF
164F 323F 163F 322F
TI TI WF142F
SAMSUNG
WF WF
MI 127F WF 126F WF
No.2 TIAHL 333F TIAHL 331F
DG419 DG319
TI TI TI TI
Air Conditioning TI PI PS TI TI
TI PI TI PI
Plant Set Set
PI TI
IGG Cooling Unit AIR Lubricating 85°C AIR Lubricating 85°C
TIAH TIAH
Water Chiller Cooler TI Oil Cooler Oil Cooler
TEMP TEMP
TIAH CFW Jacket TIAH CFW Jacket Electric
TI WF183F
TEMP TEMP Heater
TI TI
WF182F No.4 No.3
Generator Nozzle Generator Nozzle
TI TI
IGG Dryer
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Air Cooler Cooling PIAL Air Cooler Cooling PIAL
Unit Cooler TI DG423 DG323
TI WF185F LT Air WF LT Air WF

TI CFW CFW No.2 No.1
No.2 Main Air LAH
Cooler HT Air 332F
LAH
Cooler HT Air 330F
Compressor LEAK LEAK
TI WF135F
TI TI TI TI TI
TI TI
WF134F PI TI
PI TI WF113F To / From TI TI
TI Boiler Water WF WF
No.2 Topping-Up Circulating Pumps PI PI
Jacket Fresh PI WF111F 123F No.4 G/E 122F No.3 G/E G/E Jacket
Air Compressor WF133F Water Pre-
Water Coolers No.2
TI heating Unit
for No.2
Main Engine TI WF WF WF WF WF WF for No.3/4 G/E
WF132F 161F 117F 321F 160F 116F 320F Circulation
PI TI WF112F Pumps
TI (3.1m3/h
No.2 General PI WF110F Main Engine TIAH x 2.0kg/cm2)
Service Air Air Coolers MP045
WF131F No.1
Compressor TI for No.2 Main Engine TI
WF130F TI
No.2 AUTO XA WF156F
TI CH-VR PP032
TIAH TI PI PI TI
TI PI TI WF109F MPXX PI PI
No.1 General
Main TIAH WF151F WF150F
Service Air WF107F MSXX MC No.4 No.3
PI WF104F WF102F WF155F WF002F
Compressor TI WF129F LO Coolers No.4 PP034 TI PI PI TI
No.2 No.1 Central Fresh
for No.2 TI

No.3 MC Each 100%
TIAH PIAL PS PI PP033 PI
TI PI TI WF108F MP044 MP043
No.2 WF103F WF101F WF154F FM
Stern Tube TIC E/P Control Air
Lubricating TOC
No.1 Holding Tank Fresh Water Pumps MM268
Oil Cooler
PI WF114F (1370m3/h x 2.8kg/cm2)

Position Description Valve Position Description Valve Position Description Valve

Operational No.1 diesel generator LT air cooler three-way Open No.1 frequency converter for nitrogen WF046F Open No.3 central cooling fresh water pump suction WF154F
control valve compressor outlet valve valve
Open No.1 diesel generator LT cooling outlet valve WF023F Open No.1 frequency converter cooling circuit inlet GH001F Open No.3 central cooling fresh water pump discharge WF103F
Open No.1 diesel generator engine-driven cooling WF302F valve valve
water pump suction valve Open No.1 frequency converter cooling circuit inlet GH002F Open No.4 central cooling fresh water pump suction WF155F
Operational No.1 diesel generator HT air cooler three-way valve valve
control valve Open No.1 air conditioning unit cooler inlet valve Open No.4 central cooling fresh water pump discharge WF104F
Open No.1 diesel generator HT cooling outlet valve WF304F Open No.1 air conditioning unit cooler outlet valve valve
Open No.2 alternator inlet valve WF026F Open No.1 air conditioning unit cooler bypass valve WF167F Open Port main engine No.1 air cooler inlet valve
Open No.2 alternator outlet valve WF030F Open Atmospheric dump condenser/drains cooler inlet WF147F Open Port main engine No.1 air cooler outlet valve
Open No.2 diesel generator LT cooling inlet valve WF020F valve Open Port main engine No.2 air cooler inlet valve
Operational No.2 diesel generator LT air cooler three-way Open Atmospheric dump condenser/drains cooler WF148F Open Port main engine No.2 air cooler outlet valve
SAMSUNG
control valve outlet valve Open Port main engine No.1 jacket water cooler inlet WF110F
Open No.2 diesel generator LT cooling outlet valve WF024F Open Atmospheric dump condenser/drains cooler WF149F valve
Open No.2 diesel generator engine-driven cooling WF303F bypass valve Open Port main engine No.1 jacket water cooler outlet WF112F
water pump suction valve Open No.1 nitrogen generator feed air compressor WF041F valve
Operational No.2 diesel generator HT air cooler three-way cooler inlet valve Open Port main engine No.2 jacket water cooler inlet WF111F
control valve Open No.1 nitrogen generator feed air compressor WF042F valve
Open No.2 diesel generator HT cooling outlet valve WF305F cooler outlet valve Open Port main engine No.2 jacket water cooler outlet WF113F
Open No.1 and No.2 diesel generator nozzle cooler WF071F Open No.2 nitrogen generator feed air compressor WF043F valve
QGTC
unit inlet valve cooler inlet valve Open Port main engine No.1 LO cooler inlet valve WF106F
Open No.1 and No.2 diesel generator nozzle cooler WF072F Open No.2 nitrogen generator feed air compressor WF044F Open Port main engine No.1 LO cooler outlet valve WF108F
unit outlet valve cooler outlet valve Open Port main engine No.2 LO cooler inlet valve WF107F
Open 2nd deck line isolation valve WF080F Open Package air conditioning cooling fresh water WF051F Open Port main engine No.2 LO cooler outlet valve WF109F
pump suction valve
Open 2nd deck line isolation valve WF081F Open Port stern tube LO cooler inlet valve WF114F
Open Package air conditioning cooling fresh water WF052F
Open No.1 unit cooler for No.1 main switchboard WF077F pump discharge valve Open Port stern tube LO cooler outlet valve WF115F
room (starboard) inlet valve Open No.2 main air compressor inlet valve WF134F
Operational Package air conditioning cooling fresh water WF054F
Open No.1 unit cooler for No.1 main switchboard WF078F return valve Open No.2 main air compressor outlet valve WF135F
room (starboard) outlet valve Open No.2 topping-up air compressor inlet valve WF132F
Open No.2 unit cooler for No.1 main switchboard WF047F Open No.2 topping-up air compressor outlet valve WF133F
room (starboard) inlet valve No.2 (Port) Central Cooling Fresh Water System
Open No.1 service air compressor inlet valve WF128F
Open No.2 unit cooler for No.1 main switchboard WF048F Position Description Valve
room (starboard) outlet valve Open No.1 service air compressor outlet valve WF129F
Open Port central cooling system expansion tank WF158F Open No.2 service air compressor inlet valve WF130F
Open No.1 unit cooler for ECR inlet valve WF049F outlet valve
Open No.1 unit cooler for ECR outlet valve WF050F Open No.2 service air compressor outlet valve WF131F
Closed Port central cooling system expansion tank drain WF159F
Open Engine room workshop cooler unit inlet valve WF031F valve Open No.2 unit cooler for ECR inlet valve WF142F
Open Engine room workshop cooler unit outlet valve WF032F Open Port central cooling system return vent valve WF156F Open No.2 unit cooler for ECR outlet valve WF143F
Open No.1 provision refrigeration plant inlet valve Open No.3 central fresh water cooler inlet valve WF150F Open No.3 alternator inlet valve WF122F
Open No.1 provision refrigeration plant outlet valve Open No.3 central fresh water cooler outlet valve WF152F Open No.3 alternator outlet valve WF126F
Open No.2 provision refrigeration plant inlet valve Closed No.4 central fresh water cooler inlet valve WF151F Open No.3 diesel generator LT cooling inlet valve WF116F
Open No.2 provision refrigeration plant outlet valve Closed No.4 central fresh water cooler outlet valve WF153F Operational No.3 diesel generator LT air cooler three-way
control valve
Open No.1 frequency converter for nitrogen WF045F Operational Central fresh water cooler three-way control WF002F
compressor inlet valve valve Open No.3 diesel generator LT cooling outlet valve WF120F

Illustration 2.5.2b Port Central Fresh Water Cooling System No.3/4 Generator Engine Circulation TI PI
From Nozzle Cooling Unit
Fresh Pumps
WG139F
TI
XA Water (3.7m3/h x
Key No.2 Unit MM097 2.5kg/cm2)
To / From Cooler for No.2 Service From Starboard
WF139F WF141F Cooler for No.2 Low Temperature
Fresh Water N2 Compressor PI PI TI LT CFW
No.2 MSB TI PI Cooling Fresh Water
Frequency Converter Expansion Tank
Bilge Room Expansion Tank LAL
TI WF138F WF140F TI WF (2m3)
WF084F MM059
Air 085F
WF159F WF
Electrical Signal
XA 158F
No.1 Unit MM131 WF165F WF166F To Scupper
Cooler for
WF181F TI
To No.1 No.2 MSB
Air Conditioning Room
XA WF180F TI
Plant MM095 TI
No.2 ECR WF WF WF WF
Unit Cooler WF143F WF 121F 329F WF WF 120F 328F WF
164F 323F 163F 322F
TI TI WF142F
SAMSUNG
WF WF
MI 127F WF 126F WF
No.2 TIAHL 333F TIAHL 331F
DG419 DG319
TI TI TI TI
Air Conditioning TI PI PS TI TI
TI PI TI PI
Plant Set Set
PI TI
IGG Cooling Unit AIR Lubricating 85°C AIR Lubricating 85°C
TIAH TIAH
Water Chiller Cooler TI Oil Cooler Oil Cooler
TEMP TEMP
TIAH CFW Jacket TIAH CFW Jacket Electric
TI WF183F
TEMP TEMP Heater
TI TI
WF182F No.4 No.3
Generator Nozzle Generator Nozzle
TI TI
IGG Dryer
QGTC
Air Cooler Cooling PIAL Air Cooler Cooling PIAL
Unit Cooler TI DG423 DG323
TI WF185F LT Air WF LT Air WF

TI CFW CFW No.2 No.1
No.2 Main Air LAH
Cooler HT Air 332F
LAH
Cooler HT Air 330F
Compressor LEAK LEAK
TI WF135F
TI TI TI TI TI
TI TI
WF134F PI TI
PI TI WF113F To / From TI TI
TI Boiler Water WF WF
No.2 Topping-Up Circulating Pumps PI PI
Jacket Fresh PI WF111F 123F No.4 G/E 122F No.3 G/E G/E Jacket
Air Compressor WF133F Water Pre-
Water Coolers No.2
TI heating Unit
for No.2
Main Engine TI WF WF WF WF WF WF for No.3/4 G/E
WF132F 161F 117F 321F 160F 116F 320F Circulation
PI TI WF112F Pumps
TI (3.1m3/h
No.2 General PI WF110F Main Engine TIAH x 2.0kg/cm2)
Service Air Air Coolers MP045
WF131F No.1
Compressor TI for No.2 Main Engine TI
WF130F TI
No.2 AUTO XA WF156F
TI CH-VR PP032
TIAH TI PI PI TI
TI PI TI WF109F MPXX PI PI
No.1 General
Main TIAH WF151F WF150F
Service Air WF107F MSXX MC No.4 No.3
PI WF104F WF102F WF155F WF002F
Compressor TI WF129F LO Coolers No.4 PP034 TI PI PI TI
No.2 No.1 Central Fresh
for No.2 TI

No.3 MC Each 100%
TIAH PIAL PS PI PP033 PI
TI PI TI WF108F MP044 MP043
No.2 WF103F WF101F WF154F FM
Stern Tube TIC E/P Control Air
Lubricating TOC
No.1 Holding Tank Fresh Water Pumps MM268
Oil Cooler
PI WF114F (1370m3/h x 2.8kg/cm2)


Open No.3 diesel generator engine-driven cooling WF320F Open No.1 boiler water circulating pump for No.1 WF172F Open No.2 diesel generator jacket preheating pump
water pump suction valve economiser inlet valve suction valve
Operational No.3 diesel generator HT air cooler three-way Open No.1 boiler water circulating pump for No.1 WF173F Open No.2 diesel generator jacket preheating pump
control valve economiser outlet valve discharge valve
Open No.3 diesel generator HT cooling outlet valve WF322F Open No.2 boiler water circulating pump for No.1 WF174F Open Diesel generator preheating unit heater outlet
Open No.4 alternator inlet valve WF123F economiser inlet valve valve
Open No.4 alternator outlet valve WF127F Open No.2 boiler water circulating pump for No.1 WF175F Open No.1 diesel generator jacket water inlet from the WF313F
Open No.4 diesel generator LT cooling inlet valve WF117F economiser outlet valve preheating unit
Operational No.4 diesel generator LT air cooler three-way Open No.1 boiler water circulating pump for No.2 WF176F Open No.1 diesel generator jacket water outlet to the WF312F
control valve economiser inlet valve preheating unit
Open No.4 diesel generator LT cooling outlet valve WF121F Open No.1 boiler water circulating pump for No.2 WF177F Open No.2 diesel generator jacket water inlet from the WF315F
economiser outlet valve preheating unit
Open No.4 diesel generator engine-driven cooling WF321F
SAMSUNG
water pump suction valve Open No.2 boiler water circulating pump for No.2 WF178F Open No.2 diesel generator jacket water outlet to the WF314F
economiser inlet valve preheating unit
Operational No.4 diesel generator HT air cooler three-way
control valve Open No.2 boiler water circulating pump for No.2 WF179F
economiser outlet valve e) For the normal operation of the No.3 and No.4 diesel generator
Open No.4 diesel generator HT cooling outlet valve WF323F sets, the fuel injector nozzle cooling unit valves and the jacket
Open No.3 and No.4 diesel generator nozzle cooler WF165F d) For the normal operation of the No.1 and No.2 diesel generator water preheating unit valves should be set in accordance with
unit inlet valve sets, the fuel injector nozzle cooling unit valves and the jacket the following table:
Open No.3 and No.4 diesel generator nozzle cooler WF166F water preheating unit valves should be set in accordance with
unit outlet valve the following: Position Description Valve
QGTC
Open No.1 unit cooler for No.2 main switchboard WF180F Open Nozzle cooling unit return line valve WF084F
room (port) inlet valve Position Description Valve Open Nozzle cooling unit pressure accumulator
Open No.1 unit cooler for No.2 main switchboard WF181F Open Nozzle cooling unit return line valve WF082F isolation valve
room (port) outlet valve Open Nozzle cooling unit pressure accumulator Closed Nozzle cooling circuit drain valve
Open No.2 unit cooler for No.2 main switchboard WF140F isolation valve Closed Nozzle cooling circuit fresh water filling valve
room (port) inlet valve Closed Nozzle cooling circuit drain valve Open Nozzle cooling unit No.1 pump suction valve
Open No.2 unit cooler for No.2 main switchboard WF141F Closed Nozzle cooling circuit fresh water filling valve
room (port) outlet valve Open Nozzle cooling unit No.1 pump discharge valve
Open Nozzle cooling unit No.1 pump suction valve
Open No.2 frequency converter for nitrogen WF138F Open Nozzle cooling unit No.2 pump suction valve
Open Nozzle cooling unit No.1 pump discharge valve
compressor inlet valve
Open Nozzle cooling unit No.2 pump suction valve Open Nozzle cooling unit No.2 pump discharge valve
Open No.2 frequency converter for nitrogen WF139F
Open Nozzle cooling unit No.2 pump discharge valve Operational Nozzle cooling unit three-way temperature
compressor outlet valve
control valve
Open No.2 frequency converter cooling circuit inlet GH010F Operational Nozzle cooling unit three-way temperature
control valve Open Nozzle cooling unit cooler outlet valve WF085F
valve
Open Nozzle cooling unit cooler outlet valve WF083F Open No.3 diesel generator nozzle cooling inlet valve WF163F
Open No.2 frequency converter cooling circuit inlet GH011F
valve Open No.1 diesel generator nozzle cooling inlet valve WF069F Open No.3 diesel generator nozzle cooling outlet valve WF160F
Open No.2 air conditioning unit condenser inlet valve Open No.1 diesel generator nozzle cooling outlet valve WF066F Open No.4 diesel generator nozzle cooling inlet valve WF164F
Open No.2 air conditioning unit condenser outlet valve Open No.2 diesel generator nozzle cooling inlet valve WF070F
Open No.4 diesel generator nozzle cooling outlet valve WF161F
Open Inert gas generator water chiller inlet valve WF182F Open No.2 diesel generator nozzle cooling outlet valve WF067F
Open No.1 diesel generator jacket preheating pump
Open Inert gas generator water chiller outlet valve WF182F Open No.1 diesel generator jacket preheating pump
suction valve
Open Inert gas generator dryer inlet valve WF184F suction valve
Open Inert gas generator dryer outlet valve WF185F Open No.1 diesel generator jacket preheating pump
discharge valve
discharge valve

Position Description Valve n) Operate the diesel generator fuel injector nozzle cooling unit
and the jacket water preheating system as required. Refer to
Section 2.12.1 for details of the generator systems.
suction valve
discharge valve
Open Diesel generator preheating unit heater outlet
valve
Open No.3 diesel generator jacket water inlet from the WF331F
preheating unit
Open No.3 diesel generator jacket water outlet to the WF330F
preheating unit
Open No.4 diesel generator jacket water inlet from the WF333F
preheating unit
SAMSUNG
Open No.4 diesel generator jacket water outlet to the WF332F
preheating unit
f) Set the No.1 pump selector switch to RUN through the IAS.
Check the starboard LT system for leaks. When the system
pressure has become stable, switch the No.2 starboard pump to
STANDBY.
g) Set the No.3 pump selector switch to RUN through the IAS.
QGTC
Check the port LT system for leaks. When the system pressure
has become stable, switch the No.4 port pump to STANDBY.
h) Ensure that sea water cooling is supplied to the central fresh

water coolers in accordance with Section 2.4.1 of this manual.
i) Check the level of water in the expansion tank and replenish as

required. Vent the individual coolers if required.
j) Check the level of chemical treatment in the system and dose in

accordance with the supplier’s recommendations.
k) Circulate the central fresh water cooling system and check that
all of the users are being supplied with cooling water at the
required temperature and pressure. Check that the fresh water
cooler three-way temperature control valves are set at 36°C and
that the valves are operating correctly.
l) Start the package AC cooling fresh water pump and ensure that
all accommodation package AC units are receiving cooling
water at the correct temperature and pressure. Vent the package
AC coolers as required.
m) With the machinery systems operating, check that the correct

temperatures and pressures are being maintained throughout the
system. Check for system leaks when at operating temperature.

Illustration 2.5.3a Reliquefaction Plant Fresh Water Cooling System

Key
No.2 HD
Compressor WF530F
Cooling Fresh Water
Lubricating Oil
Engine Room N2 Booster Compressor
From Fresh Water Service Cooler
WF529F WF and Dryer Skid Domestic Fresh Water
WG535F
513F
Air
No.2 HD
WF522F
Compressor Electrical Signal
Central Fresh Motor
Water Expansion WF521F
Tank (2.0m3) No.2 N2 Compander Skid Unit
LAL No.1 HD
C8009 No.2 N2 No.2 N2 No.2 N2
Compressor WF528F No.2 N2 No.2 N2
WG Lubricating Oil Compander Lubricating Oil Compander Compander Compander
583F Cooler Motor Cooler 3rd Stage 2nd Stage 1st Stage
WF527F After-cooler Inter-cooler Inter-cooler
K L I J
No.1 HD
SAMSUNG
PS
WF520F
Compressor TI TI TI
Motor MV59 MV60
From IAS MV63 MV64 MV65
WF519F
MV03
No.2 BOG P
TOC TOC Compressor MV55 TW TW TW
MM289 MM270 E.P Lubricating Oil Locked MV21 MV20 MV19
Cooler O MV04
Reliquefaction Plant Open
TW
and Cargo
Control Machinery Central
No.2 BOG
QGTC
Air Fresh Water Coolers MV56 PT
(Each 100%) Compressor
PI PI Motor WF537F
PT TE
MV54 2B
TI WF205F WF204F TI WF535F

No.1 BOG P
WF003F Compressor MV51 TW TE
No.2 No.1 Lubricating Oil Electric Motor Room
Cooler O
PI PI TW TE
2A
WF536F
No.1 BOG WF534F
TI WF207F WF206F TI MV53
Compressor
Motor
Locked
MV52 MV02
Open
Auto XA
CH-VR MM291
Cargo MV21 MV20 MV19
TW TW
Compressor
Drain Cooler for Room
PI PI Cargo Heater
MV01
WF WF MV57 MV58 TI TI TI
WF203F WF201F MC WF209F 532F 531F
PP045 No.2 MV63 MV64 MV65
Normally
Closed K L I J
MC No.1 N2 No.1 N2 No.1 N2 No.1 N2 No.1 N2
MM270 WF533F Compander Compander Compander
Compander Lubricating Oil
Motor Cooler 3rd Stage 2nd Stage 1st Stage
WF202F WF200F PI PI WF208F After-cooler Inter-cooler Inter-cooler
No.1
Reliquefaction Plant and Cargo Machinery Central Fresh Water Pumps No.1 N2 Compander Skid Unit
(1,540m3/h x 4.2kg/cm2)

2.5.3 Reliquefaction Plant Fresh Water Cooling To prevent corrosion within the system, chemicals are added to the cooling water Position Description Valve
System via the fresh water expansion tank. To facilitate this, the cooling water must be
Closed No.1 reliquefaction plant fresh water cooler vent/
sampled and analysed at regular intervals and the treatment chemical added to
drain valves
the expansion tank as required to maintain the correct water condition.
Reliquefaction Plant Central Cooling Fresh Water Pumps Closed No.2 reliquefaction plant fresh water cooler inlet WF205F
Manufacturer: Shinko Industries Ltd. valve
WARNING
No. of sets: 2 Closed No.2 reliquefaction plant fresh water cooler outlet WF206F
Care must be taken when handling chemicals to avoid direct skin, eye
valve
Type: Vertical centrifugal motor-driven or clothing contact. Approved eye protection and gloves MUST be worn
at all times. In the event of accidental contact, seek medical attention Operational Reliquefaction plant fresh water cooler three-way WF003F
Model: GVD400M
immediately. control valve
Capacity: 1,540m³/h at 4.2kg/cm2 Open System air release line valve WF513F
Motor rating: 440V, 280kW at 1,800 rpm Preparation for the Operation of the Reliquefaction Plant Open No.1 BOG compressor inlet valve MV52
Cooling Fresh Water System Open No.1 BOG compressor LO cooler outlet valve MV51
Reliquefaction Plant Fresh Water Coolers Open No.1 BOG compressor motor outlet valve MV53
The following description assumes that No.1 reliquefaction plant fresh water
SAMSUNG
Manufacturer: Alfa Laval Open No.2 BOG compressor inlet valve MV54
cooler will be in service.
No. of sets: 2 Open No.2 BOG compressor LO cooler outlet valve MV55
Type: Plate a) Ensure that the cooling fresh water system is fully charged with Open No.2 BOG compressor motor outlet valve MV56
water and that all air is vented from the system. Ensure that the Open No.1 HD compressor motor inlet valve WF519F
Model: M30-FM
expansion tank drain valve is closed and the expansion tank is Open No.1 HD compressor motor outlet valve WF520F
Capacity: 1,540m³/h fresh water and 1,560m³/h sea water at the correct level. Top-up the tank if required from the fresh
Open No.1 HD compressor LO cooler inlet valve WF527F
water service system.
Open No.1 HD compressor LO cooler outlet valve WF528F
Introduction
QGTC
b) Ensure all pressure gauge and instrumentation valves are open Open No.2 HD compressor motor inlet valve WF521F
and ensure all vent valves are closed. Open No.2 HD compressor motor outlet valve WF522F
The fresh water cooling system for the reliquefaction plant and cargo machinery
cooling fresh water system consists of two centrifugal pumps, which draw water Open No.2 HD compressor LO cooler inlet valve WF529F
c) Assuming the No.1 cooler is to be in use, set up the valves as
through two 100% duty plate coolers and circulate it around the reliquefaction Open No.2 HD compressor LO cooler outlet valve WF530F
per the following table:
plant and cargo machinery cooling water systems. The cooling water returns to Open Cargo heater drain cooler inlet valve WF531F
the plate coolers, which are cooled with sea water supplied by two dedicated Open Cargo heater drain cooler outlet valve WF532F
centrifugal pumps, as detailed in Section 2.4.1 of this manual. Position Description Valve
Open Reliquefaction plant fresh water cooling system WG583F Closed Cargo heater drain cooler bypass valve WF533F
One cooling fresh water pump is normally in service, with the standby pump expansion tank outlet valve Open No.1 nitrogen compander skid inlet valve MV02
switched for automatic starting. A pressure switch located on the discharge Closed Reliquefaction plant fresh water cooling system Closed No.1 nitrogen compander skid low point drain MV01
manifold provides the start signal for the standby pump should the operational expansion tank drain valve valve
pump fail to maintain the pressure for any reason. The temperature of the Closed Reliquefaction plant fresh water cooling system WG535F Open No.1 nitrogen compander motor outlet valve MV57
cooling water entering the reliquefaction plant and cargo machinery cooling expansion tank filling valve Open No.1 nitrogen compander LO cooler outlet valve MV58
water system is controlled by a three-way valve which regulates the flow of Open No.1 reliquefaction plant fresh water cooling WF208F Open No.1 nitrogen compander 3rd stage after-cooler MV21
water to the coolers. The temperature of the cooling water at the system inlet pump suction valve outlet valve
is maintained at a temperature of 36°C.
Open No.1 reliquefaction plant fresh water cooling WF202F Closed No.1 nitrogen compander 3rd stage after-cooler MV63
pump discharge valve drain valve
A 2.0m³ expansion tank provides a positive head to the system as well as
allowing for thermal expansion. The positive head ensures that, in the event Open No.2 reliquefaction plant fresh water cooling WF209F Open No.1 nitrogen compander 2nd stage inter-cooler MV20
of a failure of a cooler, fresh water leaks into the sea water system, so that sea pump suction valve outlet valve
water does not contaminate the fresh water system. The tank outlet is connected Open No.2 reliquefaction plant fresh water cooling WF203F Closed No.1 nitrogen compander 2nd stage inter-cooler MV64
to the system pump suction and the tank is topped-up with fresh water from the pump discharge valve drain valve
fresh water service system. The tank is located in the cargo machinery/electric Open No.1 reliquefaction plant fresh water cooler inlet WF204F Open No.1 nitrogen compander 1st stage inter-cooler MV19
motor room and is equipped with a low level alarm. An air separator is fitted to valve outlet valve
the compander skid return line to vent any entrapped gases. Open No.1 reliquefaction plant fresh water cooler outlet WF206F Closed No.1 nitrogen compander 1st stage inter-cooler MV65
valve drain valve


Open No.2 nitrogen compander skid inlet valve MV04
Closed No.2 nitrogen compander skid low point drain MV03
valve
Open No.2 nitrogen compander motor outlet valve MV59
Open No.2 nitrogen compander LO cooler outlet valve MV60
Open No.2 nitrogen compander 3rd stage after-cooler MV21
outlet valve
Closed No.2 nitrogen compander 3rd stage after-cooler MV63
drain valve
Open No.2 nitrogen compander 2nd stage inter-cooler MV20
outlet valve
Closed No.2 nitrogen compander 2nd stage inter-cooler MV64
SAMSUNG
drain valve
Open No.2 nitrogen compander 1st stage inter-cooler MV19
outlet valve
Closed No.2 nitrogen compander 1st stage inter-cooler MV65
drain valve
d) Set the No.1 pump selector switch to RUN through the IAS.
Check the system for leaks. When the system pressure has
become stable, switch the No.2 pump to STANDBY.
QGTC
e) Check that sea water cooling is being supplied to the fresh water
coolers in accordance with Section 2.4.1 of this manual.
f) Check that the fresh water cooler three-way temperature control

valve is set at 36°C and that the valve is operating correctly.
g) Check the water level in the expansion tank and replenish if

required. Vent individual coolers as necessary.
h) Check the level of chemical treatment and dose as required.
i) Circulate the reliquefaction plant and cargo machinery cooling

water system and check all users are being supplied with cooling
water at the required temperature and pressure.
j) With all of the machinery systems operating, check that

the correct temperatures and pressures are being maintained
throughout the systems. Check also for system leaks when at the
correct operating temperature.

Illustration 2.6.1a Fuel Oil Viscosity - Temperature Graph
Temperature °C -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
Bu
10,000 nk 10,000 10,000
er
Fu
el
Oi
5,000 l 5,000 5,000
2,000 2,000 2,000

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

500 500 500
100
SAMSUNG 100 100

Kinematic Viscosity - Centistokes
Kinematic Viscosity - Centistokes

QGTC
50 50 50
Boiler Atomisation Viscosity

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

usually between
8 and 27 centistokes
M
ar IF
ine -5
10 Ga 10 IF 0 10
sO -3 0
80
il
IF
-1
80
IF
-1
00
IF
-6
5 5 0 5
IF
-3
4 4 0 4
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 Temperature °C

2.6 Fuel Oil and Diesel Oil Service Systems there are also two HFO storage tanks located at the forward end of the vessel The outlet valves from the service and settling tanks are remote operating
just aft of the fore peak void space. HFO from the engine room storage tanks quick-closing valves with collapsible bridges that can be pneumatically
2.6.1 Main Engine Fuel Oil Service System is transferred to the starboard and port settling tanks by HFO transfer pumps, operated from the emergency shut-off valve control panel in the fire control
with the No.1 pump serving the starboard fuel settling tank and the No.2 pump station. After being tripped the valves must be reset locally at the individual
Fuel Oil Supply Pumps the port settling tank. Both of these pumps are located on the starboard and valves.
port side of the engine room, and have cross-connections on their suction and
Manufacturer: Taiko Kikai Industries Co. Ltd. discharge sides that allow the pumps to transfer HFO to and from either side All of the tanks and heaters are supplied with saturated steam from the ship’s
No. of sets: 4 (2 per engine) if required. HFO from the forward storage tanks is transferred by separate 7kg/cm2 steam system, with the condensate being returned to the cascade/filter/
Model: NHG-6MA transfer pumps that are located in the forward pump room near the deep tanks. observation tank where it is checked for oil contamination. The observation
Type: Horizontal gear, motor-driven Details of the fuel oil transfer system have been given in greater detail in tank is fitted with an oil content monitor that alarms through to the IAS in the
Section 2.7.1 of this manual. event of any oil being detected.
Capacity: 5.4m³/h at 4.0kg/cm²
Self-closing test cocks on the HFO settling tanks allow water and sediment The port and starboard main engine fuel oil systems are identical and therefore
Fuel Oil Circulating Pumps to be drained off the fuel before it passes through the HFO separators to the only one system has been referred to in this description. The fuel pumps, heaters
Manufacturer: Taiko Kikai Industries Co. Ltd. starboard and port service tanks. Two separators are located on the starboard and filters for each system are located on the 4th deck of the engine room in the
SAMSUNG
No. of sets: 4 (2 per engine) side to purify fuel from the starboard settling tank and fill the starboard HFO purifier rooms. The fuel oil enters the main engine service system via a 3-way
service tank, and two separators are located on the port side to serve the port changeover valve which connects the engine to either the HFO service tank or
Model: HHC-10MAB
settling and service tanks. Connections to the No.2 separator on the starboard to the DO service tank as required, and is operated through the IAS from the
Type: Horizontal gear, motor-driven side and the No.4 separator on the port side, allow these separators to be used ECR. From the changeover valve the fuel passes to the suction manifold of the
Capacity: 8.7m³/h at 6.0kg/cm² to purify diesel fuel to and from the starboard and port DO service tanks FO supply pumps. Each of these pumps are fitted with suction strainers and
respectively. Details of the fuel oil separator system have been given in greater one pump is normally in service with the other switched to automatic standby.
Fuel Oil Heater detail in Section 2.7.2 of this manual. A pressure switch located on the discharge manifold provides the start signal
for the standby pump should the operational pump fail to maintain the system
Manufacturer: DongHwa Entec HFO is normally supplied to the starboard main engine and the No.1 and No.2 pressure for any reason. A pressure control valve with its sensing point on the
QGTC
No. of sets: 4 (2 per engine) diesel generator engines from the starboard HFO service tank, while the No.2 supply pump discharge manifold, maintains the discharge pressure at 4.0kg/
Capacity: 8.7m³/h (fuel oil)/337.9kg/h (steam) main engine and No.3 and No.4 diesel generator engines are normally supplied cm2 by recirculating oil from the pump discharge back to the pump suction.
from the port service tank. Cross-connection lines between the starboard and
Automatic Backflush Filter port service tank outlets to the main engines and diesel generator engines, The FO supply pumps discharge to the suction side of the FO circulating pumps
allow the main engines and generators to be supplied from either service tank via the ship performance monitoring system which measures the quantity of
Manufacturer: Boll & Kirch if required. fuel consumed by the main engine. The fuel circulating pumps discharge the
No. of sets: 2 (1 per engine) fuel to the main engine through the fuel heaters and automatic backflushing
Type: 50µm The auxiliary boilers are normally supplied from the port HFO settling tank, filters. Excess fuel from the main engine passes back to the suction side of
Model: 6.60.1 GR05 with a connection to the port DO service tank for steam raising from cold the circulating pumps, so the fuel consumed by the engine is only that which
conditions. The auxiliary boiler system has been described in Section 2.6.3 of passes through the ship’s performance monitoring system.
this manual.
Viscosity Controller
One fuel circulating pump is normally in service with the other switched
Manufacturer: VAF Instruments BV The main engines are designed to run on HFO at all times, but have the facility to automatic standby. A pressure switch set at 6.5kg/cm2 located on the
No. of sets: 1 per engine to switch to diesel oil for maintenance and long shut down periods. As with the discharge manifold provides the start signal for the standby pump should the
Model: 0379-0148 (V12) HFO system, cross-connection lines between the starboard and port DO service operational pump fail to maintain the system pressure for any reason. The
tank outlets allow the main engines to be supplied from either service tank if circulating pumps discharge through two heaters rated at 100% each, with the
Capacity: 8.7m³/h required. Under normal running conditions, one HFO separator will be running steam supply to the heaters being controlled by a viscorator which monitors
to supply each HFO service tank, with the throughput being balanced to match the viscosity of the fuel at the heater outlet. The fuel then passes through an
Introduction the combined fuel consumption of the associated main engine and generators. automatic filter, which backflushes to the FO drain tank when the differential
pressure exceeds a certain value. From the automatic filter the fuel passes to
The heavy fuel oil (HFO) and diesel fuel oil (DO) storage, transfer and For burning in the main engines and generator engines, the HFO will need the main engine fuel system.
treatment systems are divided into port and starboard systems. These systems to be heated to the correct viscosity for pumping and fuel injection. This is
normally operate separately to supply treated fuel oil to the main engine and approximately 12cSt, and is achieved in the fuel oil heaters with a viscorator The heated fuel circulates through the main engine high pressure fuel pumps
diesel generator engines on their respective side of the vessel. being used to regulate the temperature of the fuel by controlling the steam and fuel injectors (including when the engine is stopped) via a slide and
supply to the heater. All of the HFO pipes are trace heated and lagged to protect circulating bores in the fuel injectors. This ensures optimum conditions for
Heavy fuel oil is stored in two HFO storage tanks (starboard and port) and one personnel against accidental contact with the pipes and to assist in maintaining the fuel injection system components and allows the engine to be started and
low sulphur heavy fuel oil (LSHFO) storage tank (port) in the engine room; the fuel temperature until it is used in the engines. manoeuvred on HFO. A spring-loaded overflow valve on the main engine

Illustration 2.6.1b Starboard Main Engine Fuel Oil Service System
From No.1
Heavy Fuel
Oil Purifier
OF404F
From No.2
OF Heavy Fuel
XA From No.1
PP076 Air
Oil Purifier
ST/SP
SAMSUNG
OF218F PI PI
OD
OF153F OF156F PS TI
049F
(5.4m3/h x 4kg/cm2)
FI MM0227 XA
Set 5.5
054F Air
AUTO ST/SP
MM327 Pipe
MC XA PI PI OF290F
PP081 PI PI PP079
No.1 No.1 PP077
TI PS OF246F OF233F
PI DPI PI
TI TI VC
S OF237F OF241F
OF OF MC
OF158F OF191F PS VIAHL
DPAH
Auto Backflushing PP066 No.2 TI OF244F OF245F
VIC
QGTC
No.2 192F 194F MM189
MM026 Filter with Manual MM147 FI No.1 ME Fuel Oil
ECC
MC
ZI
Set 6.5 AUTO
TI kg/cm2 ST/SP MC
196F 197F OF236F OF240F PI XA PP072
OF157F OF190F MC
Generator PP065
No.1 PI DPI PI
No.2 OF198F OF
VIAHL
MM022 ECC MC
To Fuel Oil PP071
OF PI PI
OF OF 275F 273F
ZI TI TI
MM331 OF 277F 276F OF270F OF247F
288F No.1 ME Fuel Oil
S 289F Viscorator
OD037F 032F 034F
ZI Air
PT PI TI OD152F
VC To Fuel Oil
OF185F MM330 PI PI Overflow / Backflushing
OF181F
DG222 DG225 S Cylinder 1 Cylinder 7
OD161F OD150F Bypass Filter Key
Air
PI PI
VC OF216F MC
OF220F MM329 PP123 OD OD
PIAL Heavy Fuel Oil
156F 157F MS059
LAH AR027F AR026F
S OD036F Air
MM328 TIAH TI
VC OF199F OD158F OD159F (3m3/h x 6kg/cm2)
OF184F MM328
OF180F Electrical Signal
TI PIAL
DG122 DG125 S OD160F
Air

maintains a constant pressure of 8 bar on the fuel inlet pipe, with any excess Position Description Valve No.2 Main Engine
fuel flowing back to a fuel return chamber and FO circulation pump suction.
Open DO starboard service tank quick-closing outlet OD023F Position Description Valve
When the engine is stopped for short periods, such as when the vessel is in
valve Closed HFO port service tank quick-closing outlet valve OF053F
port, the FO circulation pumps are kept running to maintain the temperature of
the high pressure fuel pumps and fuel injectors. The FO supply pumps can be Closed DO service tank cross-connection valve OD053F Closed HFO service tank cross-connection valves OF097F
stopped under these conditions. Open DO line valve to main engine service OD049F OF080F
Set HFO/DO three-way valve to DO OF056F Closed HFO port service tank outlet to auxiliary boiler OF068F
The fuel oil return chamber is fitted with an automatic vent mechanism which Open No.1 FO supply pump suction valve OF236F and HFO purifier feed pump suction
has a return to the automatic filter sludge discharge line. There is also a
Open No.1 FO supply pump discharge valve OF240F Open DO port service tank quick-closing outlet valve OD024F
circulation line to the HFO service tank which is normally kept closed.
Open No.2 FO supply pump suction valve OF237F Closed DO service tank cross-connection valve OD053F
The high pressure fuel oil lines on the main engine are sheathed, with any Open No.2 FO supply pump discharge valve OF241F Open DO line valve to main engine service OD050F
leakage into the annular spaces formed by the sheathing being led to the main Open 4kg/cm2 pressure regulating valve inlet valve OF242F Set HFO/DO three-way valve to DO OF057F
engine high pressure fuel oil leakage tank. This tank is fitted with a high level Operational 4kg/cm2 pressure regulating valve OF232F Open No.1 FO supply pump suction valve OF249F
alarm which gives warning of a leaking fuel injection pipe. The leakage tank Open No.1 FO supply pump discharge valve OF253F
Open 4kg/cm2 pressure regulating valve outlet valve OF243F
SAMSUNG
overflows to the separated bilge oil tank and has steam heating coils fitted to
ensure that any fuel in the tank is kept fluid. Open Ship performance monitoring system inlet valve OF244F Open No.2 FO supply pump suction valve OF250F
Open Ship performance monitoring system outlet valve OF245F Open No.2 FO supply pump discharge valve OF254F
Open Ship performance monitoring system bypass line OF246F Open 4kg/cm2 pressure regulating valve inlet valve OF255F
Preparation for the Operation of the Fuel Oil Service System valve Operational 4kg/cm2 pressure regulating valve OF234F
As the main engine systems are identical, only one system is described in the Operational Ship performance monitoring system spring- OF233F Open 4kg/cm2 pressure regulating valve outlet valve OF256F
following procedure. loaded bypass valve Open Ship performance monitoring system inlet valve OF257F
Open No.1 FO circulating pump suction valve OF247F Open Ship performance monitoring system outlet valve OF258F
QGTC
a) Put one of the HFO separators into use, filling the associated Open No.1 FO circulating pump discharge valve OF270F Open Ship performance monitoring system bypass line OF259F
service tank from the settling tank. Open No.2 FO circulating pump suction valve OF248F valve
Open No.2 FO circulating pump discharge valve OF271F Operational Ship performance monitoring system spring- OF235F
b) Ensure the FO supply pump filters are clean.
Open No.1 FO heater inlet valve OF272F loaded bypass valve
c) Ensure the ship performance monitoring system inlet filter is Open No.1 FO heater outlet valve OF274F Open No.1 FO circulating pump suction valve OF260F
clean. Closed No.2 FO heater inlet valve OF273F Open No.1 FO circulating pump discharge valve OF279F
Closed No.2 FO heater outlet valve OF275F Open No.2 FO circulating pump suction valve OF261F
d) Check that all of the instrumentation valves are open. Open Viscorator inlet valve OF276F Open No.2 FO circulating pump discharge valve OF280F
Open Viscorator outlet valve OF277F Open No.1 FO heater inlet valve OF281F
The following procedure assumes starting the main engine from cold with the
Closed Viscorator bypass valve OF278F Open No.1 FO heater outlet valve OF283F
system charged with diesel oil from a shutdown condition. It has been assumed
that No.1 FO supply pump, No.1 FO circulating pump and No.1 FO heater are Set Auto back flushing filter inlet 3-way valve Closed No.2 FO heater inlet valve OF282F
to be used, with the No.2 fuel oil heater isolated. Set Auto back flushing filter outlet 3-way valve Closed No.2 FO heater outlet valve OF284F
Open Main engine fuel manifold outlet valves to Open Viscorator inlet valve OF285F
e) Set the system valves in accordance with the following tables: cylinder unit high pressure fuel pumps Open Viscorator outlet valve OF286F
Open Main engine fuel oil return valves from cylinder Closed Viscorator bypass valve OF287F
No.1 Main Engine unit high pressure fuel pumps and fuel injectors Set Auto backflushing filter inlet 3-way valve
Operational Main engine spring-loaded overflow valve to Set Auto backflushing filter outlet 3-way valve
return chamber
Closed HFO starboard service tank quick-closing outlet OF052F Open Main engine fuel manifold outlet valves to
Open Return chamber inlet valve from main engine OF290F cylinder unit high pressure fuel pumps
valve
Closed FO return valve to HFO service tank starboard OF291F Open Main engine fuel oil return valves from cylinder
Closed HFO service tank cross-connection valves OF080F
OF099F Open Auto vent valve isolation valve OF411F unit high pressure fuel pumps and fuel injectors
Closed HFO starboard service tank outlet to No1 HFO OF066F Operational FO return chamber automatic vent valve OF412F Operational Main engine spring-loaded overflow valve to
transfer pump and HFO purifier feed pump suction Operational Automatic vent valve spring-loaded bypass valve OF410F return chamber

Illustration 2.6.1c Port Main Engine Fuel Oil Service System

Pump Suction for Tank Empty OF OF051F OF053F OD024F
OF083F
082F OF OF
To Heavy Fuel Oil Purifier Feed Pumps
098F 097F
OF
405F
OF From No.4
OF 084F Heavy Fuel
(2.8m3/hx4kg/cm2) 068F
415F OF414F Set 4.0kg/cm2
XA From No.4
Return PP141 Air
Oil Purifier
ST/SP
SAMSUNG
OF226F PI PI
OF155F OF169F PS TI
Set 5.5 055F Air
AUTO MM332 ST/SP
MC XA PI PI OF292F
PP146 PI PI PP144
No.1 No.1 PP142 VC
TI TI
OF OF MC
OF171F OF202F PS VIAHL
DPAH Filter with Manual PP069 No.2 TI OF257F OF258F
VIC
QGTC
No.2 203F 205F MM225
MM028 Bypass Filter MM148 FI No.2 ME Fuel Oil
ECC
TI 204F 206F OF OF MM326 6.5kg AUTO
TI MC
207F 208F OF249F OF253F PI /cm2 ST/SP XA PP075
OF170F OF201F MC
Generator PP068
No.1 PI DPI PI
No.2 OF209F OF
Circulation Pumps OF VIAHL
Viscorator DPAH
MM187
To Fuel Oil PP074
OF PI PI
OF OF 284F 282F
ZI TI TI
MM336 OF 286F 285F OF279F OF260F
OD044F 039F 040F 295F
ZI Air
PT PI TI OD153F
VC
OF183F
DG422 DG425 S Cylinder 1 Cylinder 7
OD167F OD151F Bypass Filter Key
Air
ZI
No.2 Main Engine
MM334 S
VC OF224F MC
PIAL
162F 163F MP059
LAH AR029F AR028F
S OD043F Air
ZI Air General
MM333
TI PIAL
DG322 DG325 S Closed
OD166F
Air

Position Description Valve Due to the above mentioned risk of sticking/scuffing of the fuel injection d) Open the DO service tank outlet valve and the DO line valve to
equipment, the temperature of the HFO in the service tank must not be more main engine, OD023F and OD049F for the No.1 main engine,
Open Return chamber inlet valve from main engine OF292F
than 25°C higher than the heated diesel oil in the system (60-80°C) at the time OD024F and OD050F for the No.2 main engine.
Closed FO return valve to HFO service tank port OF293F of changeover. For some light diesel oils (gas oil), this will limit the upper
Open Auto vent valve isolation valve OF419F temperature. When the DO temperature has reached 60-80°C the change to e) Turn the HFO/DO three-way valve to DO supply, OF056F for
Operational FO return chamber automatic vent valve OF420F HFO can be performed. the No.1 main engine and OF057F for the No.2 main engine.
Operational Automatic vent valve spring-loaded bypass valve OF418F
Note: The diesel oil viscosity should not drop below 2cSt, as this might cause f) Close the HFO service tank outlet valve, OF052F for the No.1
The main engine will operate on DO without steam heating being supplied to fuel pump and fuel valve scuffing, with the risk of sticking. main engine and OF053F for the No.2 main engine.
the FO heaters.
c) Open the HFO service tank outlet valve to the main engine Note: If, after the changeover the temperature at the heater suddenly drops,
f) Start No.1 FO supply pump and wait for the pressure to stabilise (OF052F for the No.1 main engine and OF053F for the No.2 the transition must be moderated by supplying a little steam to the heater. As
before starting No.1 FO circulating pump. main engine). the heater now contains DO, overheating must be avoided to prevent the DO
gassing in the pipework.
g) Turn the viscorator control switch to the MANUAL position on d) Set the HFO/DO three-way valve to HFO (OF056F for the No.1
SAMSUNG
the IAS panel. main engine and OF057F for the No.2 main engine).
Changeover from Heavy Fuel Oil to Low Sulphur Heavy Fuel
Oil
e) Slowly increase the temperature of the fuel to approximately
Fuel Changeover
80°C using the viscorator manual regulator on the IAS and The vessel has no dedicated low sulphur heavy fuel oil service or settling tanks,
The main engine is designed to run on HFO at all times, however, changeover apply trace heating to the fuel lines. hence when changing over the main engines to operation on low sulphur fuel
to DO can become necessary if, for instance, the vessel is expected to have a oil, it will require utilising the HFO service and settling tanks on one side of
prolonged inactive period with a cold engine due to: f) When the set point has been reached on the viscorator controller, the vessel.
change the control mode to AUTOMATIC on the IAS panel.
• A major repair of the main engine or the fuel oil system
QGTC
It should be remembered that the maximum LSHFO capacity is approximately
• A dry docking g) Close the DO service tank outlet valves to the main engine 600mt. Even if the settling and service tanks were partially run down before
service system. changing over to LSHFO to comply with the rules, it would take too long and
• A failure of the HFO steam heating supply
there would exist the possibility of running out of LSHFO whilst still in the
Changeover can be performed at any time during engine running or during HFO is now circulating through the system and the No.2 FO supply and FO SECA. Company instructions are to change over to one side only, the port
engine standstill, but to prevent fuel pump and injector sticking/scuffing, poor circulating pumps can be switched to automatic standby. tanks, and to run down the settling tank to 20% (30mt) and the service tank
combustion or fouling of the gas ways, it is important to carefully follow the to 60% (91mt). On the basis that normal consumption at maximum speed is
correct changeover procedures. Changeover from Heavy Fuel Oil to Diesel During Running around 7.75mt/h, it would take 42 hours to change over with a consumption
of 325mt.
Changeover Procedure from Diesel Oil to Heavy Fuel Oil To protect the fuel oil injection equipment against rapid temperature changes,
During Running which may cause scuffing with the risk of sticking of the fuel pump plungers, The procedure of transferring the LSHFO into the respective settling tanks has
suction valves and fuel injectors, the changeover to DO is performed manually been detailed in Section 2.7.1 of this operating manual. For further details on
To protect the main engine injection equipment against rapid temperature as follows: this, please refer to this section.
changes, which can cause sticking and scuffing of the fuel valves, fuel pump
plungers and suction valves, the changeover is manually carried out as a) Ideally, the diesel oil in the DO service tank should be at 50°C.
follows:
b) Reduce the engine load to 75% of MCR load.
a) First, ensure that the HFO is at the normal operating temperature
in the service tank. c) Shut off the steam supply to the fuel oil heater and steam tracing
to the fuel oil supply lines.
b) Reduce the engine load to 75% of normal, then open No.1
FO heater steam inlet and condensate drain valves. The DO is The change to DO should take place when the temperature of the HFO in the
then heated to a maximum 60-80°C by manual control of the main engine heater has dropped to about 25°C above the temperature in the DO
viscorator regulator. To maintain the lubricity of the DO and so service tank but not below 75°C.
minimise the risk of plunger scuffing, this preheating should be
regulated to give a temperature rise of approximately 2°C per
minute.

Illustration 2.6.2a Starboard Side Generator Engine Fuel Oil Service System
From No.1
Heavy Fuel
Oil Purifier
OF404F
From No.2
OF Heavy Fuel
XA From No.1
PP076 Air
Oil Purifier
ST/SP
OF218F
SAMSUNG
PI PI
OD
OF153F OF156F PS TI
049F
(5.4m3/h x 4kg/cm2)
FI MM0227 XA
Set 5.5
054F Air
AUTO ST/SP
MM327 Pipe
MC XA PI PI OF290F
PP081 PI PI PP079
No.1 No.1 PP077
TI PS OF246F OF233F
PI DPI PI
TI TI VC
S OF237F OF241F
MC
No.2
QGTC
MC
ZI
Set 6.5 AUTO
TI kg/cm2 ST/SP MC
OF157F OF190F MC
PP072
PP065
No.2 OF198F OF
VIAHL
MM022 ECC MC
To Fuel Oil PP071
OF PI PI
Overflow / Drain Tank Set 7.0 OF
kg/cm2 OF OF 275F 273F
ZI TI TI
MM331 OF 277F 276F OF270F OF247F
Set 4.0 288F No.1 ME Fuel Oil
LAH kg/cm2 OD OD OF for No.1 Main Engine
S 289F Viscorator
OD037F 032F 034F
ZI Air
PT PI TI OD152F
VC To Fuel Oil
OF185F PI PI
OF181F
Air
PI PI
VC OF216F MC
OF220F PP123 OD OD
156F 157F MS059
LAH AR027F AR026F
S OD036F Air
MM328 TIAH TI
VC OF199F OD158F OD159F (3m3/h x 6kg/cm2) Set 8.0
OF184F MM328 kg/cm2
OF180F Valve Normally
TI PIAL
S Closed
DG122 DG125 OD160F
Air

2.6.2 Generator Engine Fuel Oil Service System Viscosity Controller The high pressure FO lines on the generators are sheathed, and any leakage into
the annular spaces formed by the sheathing is led to a FO leakage tank which
Manufacturer: VAF Instruments BV
Fuel Oil Supply Pumps is fitted with a high level alarm to give warning of a leaking fuel injection pipe.
No. of sets: 2 The FO leak tank overflows to the FO drain tank.
Manufacturer: Taiko Kikai Industries Co. Ltd. Model: 0379-0148 (V12)
No. of sets: 4 (2 per system) Capacity: 5.6m3/h Main Fuel Oil System
Model: NHG-3MA
The generator main fuel oil system for each pair of generators is identical and
Type: Horizontal gear, motor-driven
Introduction so only one system has been referred to in the description that follows, but both
Capacity: 2.8m3/h at 4.0kg/cm2 fuel oil systems are as shown in illustrations 2.6.2a and 2.6.2b.
The four diesel generator sets are located on the 3rd deck in the engine room,
Fuel Oil Circulating Pumps with two sets arranged on each side of the centre line. Each pair of generators is The fuel oil enters the generator service system via a 3-way changeover valve
provided with a separate and independent fuel supply system which comprises which connects the generator system to the HFO service tank or the DO service
Manufacturer: Taiko Kikai Industries Co. Ltd.
fuel tanks, supply pumps, circulating pumps, heaters and filters. The fuel tank as required. The valve is operated remotely through the IAS from the
No. of sets: 4 (2 per system) pumps, heaters and filters are located on the 4th deck in the purifier rooms. ECR. From the changeover valve the fuel passes to the suction manifold of the
SAMSUNG
Model: HHC-6MAB FO supply pumps, with each pump being equipped with a suction strainer. One
Type: Horizontal gear, motor-driven The generator engines are designed to run on HFO at all times, but have the pump is normally in service with the other switched to automatic standby. A
Capacity: 5.6m3/h at 4.0kg/cm2 facility to switch to marine diesel oil if required for maintenance and long pressure switch set to operate at 2.5kg/cm2 has been located on the discharge
shutdown periods such as dry docking. HFO is normally supplied to the No.1 manifold, which provides the start signal for the standby pump should the
and No.2 diesel generators (starboard side) from the starboard HFO service operational pump fail to maintain the pressure for whatever reason. A pressure
Diesel Oil Supply Pumps tank, while the No.3 and No.4 diesel generators (port side) are normally control valve with its sensing point on the supply pump discharge manifold,
Manufacturer: Taiko Kikai Industries Co. Ltd. supplied from the port service tank. Cross-connection lines between the maintains the discharge pressure at 4.0kg/cm2 by recirculating oil from the
No. of sets: 2 (1 per system) starboard and port service tank outlets to the diesel generator engines allow the pump discharge back to the pump suction.
generators to be supplied from either service tank if required.
QGTC
Model: HHC-4MA The fuel supply pumps discharge to the suction side of the fuel circulating
Type: Horizontal gear, motor-driven When operating on DO, the No.1 and No.2 generators are normally supplied pumps via the ship performance monitoring system which measures the
Capacity: 3.0m3/h at 6.0kg/cm2 from the starboard DO service tank and the No.3 and No.4 generators from quantity of fuel consumed by the generators. The fuel circulating pumps
the port DO service tank. As with the HFO system, cross-connection lines discharge the fuel to the generators through the fuel heaters and automatic
Emergency Diesel Oil Supply Pumps between the starboard and port DO service tank outlets allow the generators to backflushing filters. Any excess fuel from the generators passes back to the
be supplied from either service tank if required. suction side of the circulating pumps, so the fuel consumed by the generators
Manufacturer: Taiko Kikai Industries Co. Ltd. is only that which passes through the ship’s performance monitoring system.
No. of sets: 2 (1 per system) The fuel inlet pipe to each generator is equipped with a remote operated quick-
Model: HHC-1MA closing valve having a collapsible bridge which can be pneumatically operated One fuel circulating pump is normally in service with the other switched to
from an emergency shut-off panel located outside the generator rooms. After automatic standby. A pressure switch located on the discharge manifold and
Type: Horizontal gear, air motor-driven
being tripped the valves need to be reset locally. set at 5.5kg/cm2, provides the start signal for the standby pump should the
Capacity: 0.8m3/h at 6.0kg/cm2 operational pump fail to maintain the system pressure for whatever reason.
For burning in the generator engines the HFO will need to be heated to The circulating pumps discharge through two heaters rated at 100%, with the
Fuel Oil Heater the correct viscosity for pumping and fuel injection. This is approximately steam supply to the heaters being controlled by a viscorator that measures
12cSt and is achieved in the fuel oil heaters using a viscorator to control the the viscosity of the fuel at the heater outlet. The fuel then passes through an
Manufacturer: DongHwa Entec
temperature of the fuel by regulating the steam supply to the heaters. automatic filter which backflushes to the FO drain tank when the differential
No. of sets: 4 pressure exceeds a certain value.
Capacity: 5.6m3/h (fuel oil) 217.5/kg/h (steam) All of the HFO pipes are trace heated and lagged to protect personnel
against accidental contact with the pipes and to assist in maintaining fuel From the automatic filter the fuel passes to the generator fuel system via
Backflush Filter temperature supply to the engines. The outlet valves from the service tanks a 3-way changeover valve. Each generator is equipped with a 3-way valve
are remote operating quick-closing valves with collapsible bridges that located at the fuel inlet, which can be used to set the fuel supply to the main
Manufacturer: Boll & Kirch can be pneumatically operated from the fire control station. After being or DO/emergency DO supply system. The fuel enters the generator system
No. of sets: 2 tripped the valves must all be reset locally. All of the tanks and heaters are via a duplex filter and circulates to the high pressure fuel pumps via the fuel
Type: 50µm supplied with saturated steam from the ship’s 7kg/cm2 steam system, with the supply manifold. Each cylinder is equipped with a high pressure fuel pump,
Model: 6.60.1 GR05 condensate being returned to the cascade filter tank where it is checked for oil and excess fuel leaves the high pressure pumps and passes to the return fuel
contamination. The observation tank is fitted with an oil content monitor that manifold.
alarms through to the IAS in the event of any oil being detected.

Illustration 2.6.2a Starboard Side Generator Engine Fuel Oil Service System
From No.1
Heavy Fuel
Oil Purifier
OF404F
From No.2
OF Heavy Fuel
XA From No.1
PP076 Air
Oil Purifier
ST/SP
OF218F
SAMSUNG
PI PI
OD
OF153F OF156F PS TI
049F
(5.4m3/h x 4kg/cm2)
FI MM0227 XA
Set 5.5
054F Air
AUTO ST/SP
MM327 Pipe
MC XA PI PI OF290F
PP081 PI PI PP079
No.1 No.1 PP077
TI PS OF246F OF233F
PI DPI PI
TI TI VC
S OF237F OF241F
MC
No.2
QGTC
MC
ZI
Set 6.5 AUTO
TI kg/cm2 ST/SP MC
OF157F OF190F MC
PP072
PP065
No.2 OF198F OF
VIAHL
MM022 ECC MC
To Fuel Oil PP071
OF PI PI
ZI TI TI
MM331 OF 277F 276F OF270F OF247F
Set 4.0 288F No.1 ME Fuel Oil
LAH kg/cm2 OD OD OF for No.1 Main Engine
S 289F Viscorator
OD037F 032F 034F
ZI Air
PT PI TI OD152F
VC To Fuel Oil
OF185F PI PI
OF181F
Air
PI PI
VC OF216F MC
OF220F PP123 OD OD
156F 157F MS059
LAH AR027F AR026F
S OD036F Air
MM328 TIAH TI
VC OF199F OD158F OD159F (3m3/h x 6kg/cm2) Set 8.0
OF184F MM328 kg/cm2
OF180F Valve Normally
TI PIAL
S Closed
DG122 DG125 OD160F
Air

Excess fuel passes through the 3-way changeover valve located at the generator The pump inlet valve, outlet valve and DO service tank quick-closing outlet Position Description Valve
outlet which is set according to the fuel supply mode. When the generators are valve are normally left open at all times. The air supply line valves to the
Open No.2 FO supply pump suction valve OF141F
operating normally on the main system, the fuel returns to the circulating pump air motor are also normally open with the air supply being activated by the
suction via the fuel oil return chamber; the system pressure is set to regulate at solenoid valve. Open No.2 FO supply pump discharge valve OF145F
7.0kg/cm2 by a pressure regulating valve located in the generator bypass line. Open 4kg/cm² pressure regulating valve inlet valve OF146F
When operating on the DO supply or emergency DO supply system the fuel Preparation for the Operation of the Diesel Generator Fuel Oil Operational 4kg/cm² pressure regulating valve OF152F
returns to the DO service tank via a separate return line. The DO supply and Service System on Diesel Oil Open 4kg/cm² pressure regulating valve outlet valve OF147F
emergency DO supply system is described below. The fuel oil return chamber
Open Ship performance monitoring system inlet valve OF148F
is fitted with an automatic vent mechanism which has a return to the automatic As the port and starboard generator systems are identical, only one system has
filter sludge discharge line. There is also a circulation line back to the HFO been detailed in the following procedure. The description assumes that electrical Open Ship performance monitoring system outlet valve OF149F
service tank which is normally closed. power is available from the emergency switchboard, allowing a main generator Open Ship performance monitoring system bypass line OF156F
to be started using the DO supply pump. Excess fuel will be recirculated back valve
The 3-way changeover valves for the generator supply and return fuel systems to the DO service tank. It has been assumed the No.1 generator is to be started Operational Ship performance monitoring system spring- OF153F
are operated remotely/manually from the engine control room. and that the No.1 FO supply pump, the No.1 FO circulating pump and the No.1 loaded bypass valve
FO heater will be used, with the No.2 fuel oil heater being isolated. Open No.1 FO circulating pump suction valve OF157F
SAMSUNG
Diesel Oil and Emergency Diesel Fuel Oil Supply System Open No.1 FO circulating pump discharge valve OF190F
a) Ensure that the DO supply pump and emergency DO supply
The generator fuel systems can be supplied by two fuel pumps which draw fuel pump suction filters are clean. Open No.2 FO circulating pump suction valve OF158F
from the DO service tank and discharge directly to the generator fuel system Open No.2 FO circulating pump discharge valve OF191F
filter. As the DO supply and emergency DO supply system is identical for b) Ensure the FO supply pump filters are clean. Open No.1 FO heater inlet valve OF192F
each pair of generators, only one system has been referred to in the following Open No.1 FO heater outlet valve OF194F
description. The DO supply and emergency DO supply systems are as shown c) Ensure the ship performance monitoring system inlet filter is Closed No.2 FO heater inlet valve OF193F
in illustrations 2.6.2a and 2.6.2b. clean.
Closed No.2 FO heater outlet valve OF195F
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Two pumps have been provided to supply the generators with diesel fuel should d) Ensure that all the generator fuel inlet filters are clean. Open Viscorator inlet valve OF196F
there be a failure in the main fuel supply system or should the main electrical Open Viscorator outlet valve OF197F
power system fail. The DO supply pump is powered by an electric motor which e) Check that all the instrumentation valves are open. Closed Viscorator bypass valve OF198F
is fed from the emergency switchboard, while the ‘emergency’ DO supply
Set Auto backflushing filter inlet 3-way valve
pump is powered by an air-driven motor using compressed air from the general f) Check the DO service tank drains for water and sludge.
service air system. Both of these pumps draw fuel directly from the DO service Set Auto backflushing filter outlet 3-way valve
tank via a suction filter. Open DO supply pump suction valve OD032F
g) Set the system valves in accordance with the following tables:
Open DO supply pump discharge valve OD156F
The DO supply pump is used during start-up conditions such as after a dry Open Emergency DO supply pump suction valve OD034F
docking or refit. The pump discharges to the generator inlet filter through the No.1 and No.2 Generators
Open Emergency DO supply pump discharge valve OD157F
generator 3-way changeover inlet valve. Any excess fuel is returned to the
Position Description Valve Closed DO supply line valves to main generator fuel OD158F
DO service tank via the generator 3-way changeover outlet valve, the system
pressure being set to 4.0kg/cm2 by a pressure control valve located in the return Closed HFO starboard service tank quick-closing outlet OF052F system OD159F
fuel line. valve Open No.1 generator main fuel supply system inlet line OF199F
Closed HFO service tank cross-connection valves OF080F valve
In an emergency such as during a blackout, there will be a period where there is OF097F Open No.1 generator DO supply system line inlet valve OD160F
no electrical power available, either from the main or emergency switchboards. Closed HFO starboard service tank outlet to No.1 HFO OF066F Set No.1 generator 3-way inlet valve to DO OF184F
At the point of blackout the air-driven DO pump will receive a start signal transfer pump and HFO purifier feed pump suction
Open No.1 generator quick-closing inlet valve OF180F
and begin to supply DO to the generator fuel system. Under these conditions Open DO starboard service tank quick-closing outlet OD023F
the pump will discharge into the main fuel system, via two non-return valves Open No.1 generator fuel filter inlet valve
valve
(OD158F and OD159F for the No.1 and No.2 generators, OD168F and Open No.1 generator fuel return manifold isolation valve
Closed DO service tank cross-connection valve OD053F
OD169F for the No.3 and No.4 generators). Set No.1 generator 3-way outlet valve to DO OF220F
Open DO service tank line valve to generator service OD049F
Open No.1 generator main fuel system return line valve OF216F
Note: The relatively cold DO will now be entering the hot fuel lines. Set HFO/DO three-way valve to DO OF054F
Open No.1 generator DO system return line valve OD036F
Open No.1 FO supply pump suction valve OF140F
Open No.2 generator main fuel supply system inlet line OF200F
Open No.1 FO supply pump discharge valve OF144F
valve

Illustration 2.6.2b Port Side Generator Engine Fuel Oil Service System
Pump Suction for Tank Empty OF051F OF053F OD024F
OF OF083F
082F OF OF
OF
405F
OF From No.4
OF 084F Heavy Fuel
(2.8m3/hx4kg/cm2) 068F
XA From No.4
Return PP141 Air
Oil Purifier
ST/SP
OF226F
SAMSUNG
PI PI
OF155F OF169F PS TI
Set 5.5 055F Air
AUTO MM332 ST/SP
MC XA PI PI OF292F
PP146 PI PI PP144
No.1 No.1 PP142 VC
TI TI
MC
No.2
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TI
OF170F OF201F MC
PP075
PP068
No.2 OF209F OF
Viscorator DPAH VIC
MM187
To Fuel Oil PP074
OF PI PI
ZI TI TI
MM336 OF 288F 285F OF279F OF260F
MM336 Set 4.0 Fuel Oil Heaters
LAH kg/cm2
OD OD OF for No.2 Main Engine
OD044F 039F 040F 295F
ZI Air
PT PI TI OD153F
VC
OF183F
Air
ZI
No.2 Main Engine
MM334 S
VC OF224F MC
PIAL
162F 163F MP059
LAH AR029F AR028F
S OD043F Air
ZI Air General
MM333
TI PIAL
S Closed
DG322 DG325 OD166F
Air


Open No.2 generator DO supply system line inlet valve OD161F Operational Ship performance monitoring system spring- OF155F Set Main fuel system pressure regulating valve OF189F
Set No.2 generator 3-way inlet valve OF185F loaded bypass valve Set DO fuel system pressure regulating valve OD153F
Open No.2 generator quick-closing inlet valve OF181F Open No.1 FO circulating pump suction valve OF170F Set DO fuel system pressure relief valve OD151F
Open No.2 generator fuel filter inlet valve Open No.1 FO circulating pump discharge valve OF201F Closed Main fuel system return valve for HFO sevice tank OF227F
Open No.2 generator fuel return manifold isolation valve Open No.2 FO circulating pump suction valve OF171F port
Set No.2 generator 3-way outlet valve OF221F Open No.2 FO circulating pump discharge valve OF202F Open Return chamber inlet valve from main fuel system OF226F
Open No.2 generator main fuel system return line valve OF217F Open No.1 FO heater inlet valve OF203F Open Auto vent valve isolation valve OF415F
Open No.2 generator DO system return line valve OD037F Open No.1 FO heater outlet valve OF205F Operational FO return chamber automatic vent valve OF416F
Set Main fuel system pressure regulating valve OF188F Closed No.2 FO heater inlet valve OF204F Operational Automatic vent valve spring-loaded bypass valve OF414F
Set DO fuel system pressure regulating valve OD152F Closed No.2 FO heater outlet valve OF206F
Open Viscorator inlet valve OF207F h) Start the diesel oil pump and check that DO is being circulated
Set DO fuel system pressure relief valve OD150F
round both generators and back to the starboard DO service
Open Viscorator outlet valve OF208F
SAMSUNG
Closed Main fuel system return valve for HFO service OF219F tank. Bleed any air from the system and check the system for
tank starboard Closed Viscorator bypass valve OF209F leaks.
Open Return chamber inlet valve from main fuel system OF218F Set Auto backflushing filter inlet 3-way valve
Open Auto vent valve isolation valve OF407F Set Auto backflushing filter outlet 3-way valve i) Bleed both generator fuel systems including the filters, fuel rails
Operational FO return chamber automatic vent valve OF408F Open DO supply pump suction valve OD039F and high pressure pumps. Carry out the procedures necessary
Operational Automatic vent valve spring-loaded bypass valve OF406F Open DO supply pump discharge valve OD162F to prepare the engines for starting. Refer to Section 2.12.1 for
details regarding the starting preparations of the engine.
Open Emergency DO supply pump suction valve OD040F
No.3 and No.4 Generators Open Emergency DO supply pump discharge valve OD163F j) Start No.1 generator and connect the generator to the main
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Closed DO supply line valves to main generator fuel OD168F switchboard. Refer to Section 2.13.2 for details of the procedure
system OD169F to transfer the power supply.
Closed HFO port service tank quick-closing outlet valve OF053F
Closed HFO service tank cross-connection valves OF097F Open No.3 generator main fuel supply system inlet line OF210F
With No.1 generator supplying the main switchboard and the fuel system
OF080F valve
operating with the DO supply pump, it is now possible to start the generator
Closed HFO port service tank outlet to auxiliary boiler OF068F Open No.3 generator DO supply system line inlet valve OD166F main fuel system.
and HFO purifier feed pump suction Set No.3 generator 3-way inlet valve to DO OF186F
Open DO port service tank quick-closing outlet valve OD024F Open No.3 generator quick-closing inlet valve OF182F k) Set the 3-way inlet and outlet valves on No.2 generator to the
Closed DO service tank service cross-connection valve OD053F Open No.3 generator fuel filter inlet valve main fuel system (OF185F and OF221F).
Open DO service tank line valve to generator service OD050F Open No.3 generator fuel return manifold isolation valve
l) Start the No.1 supply fuel pump and the No.1 fuel circulating
Set HFO/DO three-way valve to DO OF055F Set No.3 generator 3-way outlet valve to DO OF222F pump and circulate DO through the main fuel system and the
Open No.1 FO supply pump suction valve OF159F Open No.3 generator main fuel system return line valve OF224F No.2 generator. Vent any air from the filters, heaters and at high
Open No.1 FO supply pump discharge valve OF163F Open No.3 generator DO system return line valve OD043F points in the system. Check the system for leaks.
Open No.2 FO supply pump suction valve OF160F Open No.4 generator main fuel supply system inlet line OF211F
Open No.2 FO supply pump discharge valve OF164F valve m) Set the 3-way inlet and outlet valves on No.1 generator to the
Open No.4 generator DO supply system line inlet valve OD167F main fuel system (OF184F and OF220F).
Open 4kg/cm² pressure regulating valve inlet valve OF165F
Operational 4kg/cm² pressure regulating valve OF154F Set No.4 generator 3-way inlet valve to DO OF187F
n) Stop the DO supply pump and open the emergency DO
Open 4kg/cm² pressure regulating valve outlet valve OF166F Open No.4 generator quick-closing inlet valve OF183F fuel supply system discharge valves to the main fuel system
Open Ship performance monitoring system inlet valve OF167F Open No.4 generator fuel filter inlet valve (OD158F and OD159F).
Open Ship performance monitoring system outlet valve OF168F Open No.4 generator fuel return manifold isolation valve
Set No.4 generator 3-way outlet valve to DO OF223F The generator is now running on DO supplied via the main fuel system.
Open Ship performance monitoring system bypass line OF169F
valve Open No.4 generator main fuel system return line valve OF225F
Open No.4 generator DO system return line valve OD044F

Illustration 2.6.2b Port Side Generator Engine Fuel Oil Service System
Pump Suction for Tank Empty OF051F OF053F OD024F
OF OF083F
082F OF OF
OF
405F
OF From No.4
OF 084F Heavy Fuel
(2.8m3/hx4kg/cm2) 068F
XA From No.4
Return PP141 Air
Oil Purifier
ST/SP
OF226F
SAMSUNG
PI PI
OF155F OF169F PS TI
Set 5.5 055F Air
AUTO MM332 ST/SP
MC XA PI PI OF292F
PP146 PI PI PP144
No.1 No.1 PP142 VC
TI TI
MC
No.2
QGTC
TI
OF170F OF201F MC
PP075
PP068
No.2 OF209F OF
Viscorator DPAH VIC
MM187
To Fuel Oil PP074
OF PI PI
ZI TI TI
MM336 OF 288F 285F OF279F OF260F
MM336 Set 4.0 Fuel Oil Heaters
LAH kg/cm2
OD OD OF for No.2 Main Engine
OD044F 039F 040F 295F
ZI Air
PT PI TI OD153F
VC
OF183F
Air
ZI
No.2 Main Engine
MM334 S
VC OF224F MC
PIAL
162F 163F MP059
LAH AR029F AR028F
S OD043F Air
ZI Air General
MM333
TI PIAL
S Closed
DG322 DG325 OD166F
Air

Fuel Changeover d) Set the HFO/DO three-way valve to HFO, OF054F for the Changeover from Heavy Fuel Oil to Low Sulphur Heavy Fuel
No.1 and No.2 generators, OF055F for the No.3 and No.4 Oil
The generator engines are designed to run on HFO at all times, however, generators.
changeover to DO can become necessary if the vessel is expected to have a The vessel has no dedicated low sulphur heavy fuel oil service or settling tanks,
prolonged inactive period, which would allow the engine systems to become e) Slowly start supplying steam heating manually to the No.1 FO hence when changing over the generator engines to operation on low sulphur
cold. Such periods would be due to: heater and raise the temperature of the fuel to approximately fuel oil, it will require utilising the HFO service and settling tanks on one side
80°C. Apply trace heating to the fuel lines. of the vessel.
• Major repairs or overhaul of the generator or the fuel system
• A dry docking f) When the set point has been reached on the viscorator controller, It should be remembered that the maximum LSHFO capacity is approximately
• A failure of the HFO steam heating supply change the control to AUTOMATIC mode. 600mt. Even if the settling and service tanks were partially run down before
changing over to LSHFO to comply with the rules, it would take too long and
Changeover can be performed at any time during engine running or during The generators are now running on HFO and the No.2 FO supply and FO there would exist the possibility of running out of LSHFO whilst still in the
engine standstill, but is best carried out with the engine off-load. To prevent circulating pumps can be switched to standby. SECA. Company instructions are to change over to one side only, the port
fuel pump and injector sticking/scuffing, poor combustion or fouling of the gas tanks, and to run down the settling tank to 20% (30mt) and the service tank
ways, it is very important to carefully follow the changeover procedures. to 60% (91mt). On the basis that normal consumption at maximum speed is
Changeover from Heavy Fuel Oil to Diesel Oil During
SAMSUNG
around 7.75mt/h, it would take 42 hours to change over with a consumption
Running of 325mt.
Changeover Procedure from Diesel Oil to Heavy Fuel Oil
During Running To protect the fuel injection equipment against rapid temperature changes The procedure of transferring the LSHFO into the respective settling tanks has
which may cause scuffing with the risk of sticking of the fuel pump plungers, been detailed in Section 2.7.1 of this operating manual. For further details on
To protect the engine injection equipment against rapid temperature changes, delivery valves and fuel injectors, the changeover to DO is performed manually this, please refer to this section.
which may cause sticking and scuffing of the fuel valves, fuel pump plungers as follows:
and delivery valves, the changeover is carried out manually as follows:
a) Ideally, the diesel oil in the DO service tank should be at 50°C.
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a) First, ensure that the HFO is at the normal operating temperature
in the service tank. b) Slowly reduce the engine load and disconnect the generator
from the main switchboard.
b) Slowly reduce the engine load and disconnect the generator
from the switchboard. Open the No.1 FO heater steam supply c) Shut off the steam supply to the fuel oil heater and steam
and condensate drain valve, then by means of manual control tracing.
of the viscorator, regulate the heat to the DO to a maximum of
between 60°C and 80°C. To maintain the lubricity of the DO The change to DO should take place when the temperature of the HFO in the
and so minimise the risk of plunger scuffing and the consequent fuel heater has dropped to about 25°C above the temperature in the DO service
risk of sticking, the preheating should be regulated to give a tank but not below 75°C.
temperature rise of approximately 2°C per minute.
d) Open the DO line valve and the DO service tank outlet valve to
Due to the above mentioned risk of sticking/scuffing of the fuel injection the generator service tank, OD023F and OD049F for the No.1
equipment, the temperature of the HFO in the service tank must not be more and No.2 generators, OD024F and OD050F for the No.3 and
than 25°C higher than the heated diesel oil in the system (60-80°C) at the time No.4 generators.
of changeover. For some light diesel oils (gas oil), this will limit the upper
temperature. When the DO temperature has reached between 60°C and 80°C e) Turn the HFO/DO three-way valve to DO supply, OF054F for
the change to HFO can be performed. the No.1 and No.2 generators and OF055F for the No.3 and
No.4 generators.
Note: The diesel oil viscosity should not drop below 2cSt, as this might cause
fuel pump and fuel valve scuffing, with the risk of sticking. Note: If, after the changeover, the temperature at the heater suddenly drops,
the transition must be moderated by supplying a little steam to the heater. As
c) Open the HFO service tank outlet valve, OF052F for the the heater now contains DO, overheating must be avoided to prevent the DO
No.1 and No.2 generators, OF053F for the No.3 and No.4 gassing in the pipework.
generators.

Illustration 2.6.3a Auxiliary Boiler Fuel Oil Service System DPS

Key
Boiler Common Drain
Steam Steam System PI PI
Fan Unit On Marine Diesel Oil From Incinerator
Pressure Pressure Water Burner Waste Oil
Control Air OF333F OF332F Service Tank
Air
DP Waste Oil Transfer
Steam Pump (2.82m3/h
To Boiler x 5kg/cm2) Port Heavy Port Heavy
Electrical Signal Control Panel Fuel Oil Fuel Oil
PS PT PI Service Tank Settling Tank From
To Incinerator (159.8m3) (153.9m3) No.3 HFO
Atomising Air S S
Waste Oil OF053F OF051F OF Purifier
Combustion Air PT PI Service Tank 117F
M
TT TS PS From No.4 HFO
PS Purifier
S S
TS PS TS
OF336F OF098F
M ZS From Boiler
Control Panel OF OF
ZS063
SAMSUNG
TI PI 335F 334F To No.3/4 Generator OF097F To/From Starboard
TI TI Engines Fuel To No.2 Main HFO Service Tank
OF338F Oil Service (Port) Engine Fuel Oil
M
G206 Steam Service (Port)
G266 OF068F
Control Air
S G215 OF337F
Service Air
S S
To Fuel Oil
No.2 Auxiliary Boiler Drain Tank To No.2 Heavy Fuel
Burner Unit PI Oil Transfer Pump To HFO Purifier
No.2 OF405F Feed Pumps
From No.3/4
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Generator
Set 16kg/cm2 Engines Diesel
Oil Return (Port)
PI
No.1
Port Diesel
Oil Service
Tank (285m3)
No.1 Auxiliary Boiler S S Auxiliary Boiler Diesel Oil Ignition Pumps
Burner Unit (0.06m3/h x 14kg/cm2) OF308F
S OD024F
To Port Heavy
Service Air
Fuel Oil Settling
G215 Tank Vent Pipe
Control Air
Steam OF307F
G206
Auxiliary Boiler
TI PI
Fuel Oil Heaters
OF306F
M ZS062 AUTO To No.2 Main Engine,
G29 ZI No.3/4 Generator
PS
S S No.1 Engines Fuel Oil
BC030
S PI Service (Port)
Atomising Air PT PI
OF305F TI TI No.2
M FI
BC031
OD046F
OF077F
S S 303F 301F
PS PT PI PI
304F 302F
TI TI
Control Air No.2 (2.0m3/h x 5kg/cm2)
Boiler Common Drain Fan Unit On

Steam Steam System Burner

2.6.3 Auxiliary Boiler Fuel Oil Service System via a separate system; the excess waste oil supplied to the burners is returned pump discharge line. The waste oil transfer pump discharges the waste oil to
to the incinerator waste oil service tank. the burner via a duplex filter and heater. The heater is supplied with steam
Boiler Fuel Oil Supply Pump from the vessel’s 7.0kg/cm2 steam system, and the waste oil temperature is
Diesel oil is supplied to the boilers from the port DO service tank for starting controlled by regulating the steam supply to the heater via the steam inlet
Manufacturer: Allweiler from cold and for operating the auxiliary boiler when the HFO system is not valve. The waste oil pipework is trace heated by small bore steam lines laid
No. of sets: 2 functioning. The auxiliary boiler fuel system is shown in illustration 2.6.3a. next to the waste oil pipes and they are encased in insulation to prevent heat
Type: Vertical, screw loss and to protect the operators.
HFO or DO is supplied to the boiler by means of two FO supply pumps, one
Model: ZASV-3150 G8.3 FW8
of which will be operating and the other switched to standby, with a pressure The waste oil supply pressure is regulated by a spring-loaded valve, which
Capacity: 2.0m3/h at 5.0kg/cm2 switch set at 3.5kg/cm2 on the discharge manifold providing the start signal operates to return the excess waste oil to the incinerator waste oil service tank.
for the standby pump. The HFO is heated before being supplied to the boiler The waste oil supply lines to the boilers are protected by a spring-loaded safety
Boiler DO Ignition Supply Pump by one of the auxiliary boiler FO heaters that are rated at 100% each and relief valve fitted in the transfer pump discharge line, and when this operates
Manufacturer: Danfoss located after the FO supply pumps. The heaters are supplied with steam from the waste oil is returned back to the pump suction. The valve is set to lift at a
No. of sets: 2 the vessel’s 7.0kg/cm2 steam system and the fuel temperature is controlled by pressure of 6.0kg/cm2. A 3-way changeover valve is located near each burner
regulating the steam supply to the heaters via the steam inlet valve. unit to switch the fuel supply from HFO to waste oil.
Type: Gear
SAMSUNG
Model: RSA The FO supply pumps and heaters are all located together on the 4th deck in The main boiler burner is ignited by the ignition burner which operates on
Capacity: 0.06m3/h at 14.0kg/cm2 the port purifier room. diesel oil supplied from the port DO service tank. Two pumps supply the
ignition burner, with the maximum system pressure being set by a spring-
Waste Oil Transfer Pump The fuel oil pipework is trace heated by small bore steam lines laid next to the loaded valve that allows excess fuel to return to the pump suction. The ignition
fuel pipes and they are encased in insulation to prevent heat loss and to protect burner is equipped with a spark ignition system which is controlled by the
Manufacturer: Allweiler the operators. The fuel lines from the HFO settling/service tank and the DO boiler burner control system.
No. of sets: 1 service tank enter the FO pump suction manifold via manual shut-off valves, a
Type: Mono, eccentric screw, self-priming filter and flow meter. A branch line before the DO shut-off valve supplies the
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two boiler diesel oil ignition pumps. Procedure for the Operation of the Auxiliary Boiler Fuel Oil
Model: AE 1N 25
Service System
Capacity: 2.8m3/h at 5.0kg/cm2
The fuel oil supply lines to the boiler are protected by a spring-loaded safety
relief valve fitted in the FO pump discharge manifold, and when this operates The following procedure assumes that the No.1 auxiliary boiler is to be started
Boiler and Waste Oil Heaters the fuel is returned back to the pump suction. The valve is set to lift at a from cold with diesel oil being supplied from the port DO service tank. After
Manufacture: Aalborg Vesta pressure of 6.0kg/cm2. successful ignition of the boiler burner, the fuel oil system will be changed over
from diesel to HFO, with the HFO being supplied from the port HFO settling
No. of sets: 2 (Boiler), 1 (Waste Oil)
The FO pumps deliver the fuel to the heaters and then to the boiler burner units. tank via the duty fuel oil heater.
Model: MX 10 L 1200
The supply of fuel oil to the burner nozzles is regulated by the boiler control
system. Valves located in the burner unit direct the oil to the burner or to the a) Check the levels of fuel in the port HFO service tank and the
Introduction recirculation line as required, with the valve operation being controlled by the port DO service tank and replenish as necessary. Check the tank
boiler burner control system. The boilers and burner control system have been drains for water and sludge.
Fuel oil for the two auxiliary boiler main burners can be supplied from the described in greater detail Section 2.2 of this manual.
following tanks: b) Check that the following filters are clean:
• Port HFO settling tank Recirculating fuel from the boiler burner discharges back to the FO supply • Main filter before the flow meter
pump suction via the fuel return chamber, or it can be returned to the port HFO
• Port HFO service tank settling tank. The top of the fuel return chamber is vented to the port HFO • Boiler fuel oil pump suction filters
• Port DO service tank settling tank vent line which in turn drains down to the fuel oil overflow tank. • DO ignition pump suction filters
• The incinerator waste oil service tank
CAUTION c) Ensure that all of the instrumentation valves are open and that
The auxiliary boilers normally operate on heavy fuel oil (HFO) and this is Fuel should not be returned to the HFO settling tank when operating the instruments are reading correctly.
usually supplied from the port HFO settling tank. Any excess fuel supplied to the boilers on DO.
the burners by the boiler FO pumps is returned to the same tank. d) Ensure there is power and control air available at the boiler control
The waste oil is supplied to the boilers by a dedicated fuel system. The system system and that the boiler control system is functioning.
The auxiliary boilers are also equipped to burn the waste oil which is held in incorporates a waste oil transfer pump which draws the waste oil from the
the incinerator waste oil service tank. The waste oil is supplied to the boilers incinerator waste oil service tank via the waste oil grinding pump or circulating e) Set up the valves as per the following table:


Key
Boiler Common Drain
Air
Atomising Air S S
M
PS Purifier
S S
TS PS TS
OF336F OF098F
M ZS From Boiler
Control Panel OF OF
ZS063
SAMSUNG
M
G266 OF068F
Control Air
S G215 OF337F
Service Air
S S
To Fuel Oil
From No.3/4
QGTC
Generator
Oil Return (Port)
PI
No.1
Port Diesel
Oil Service
Tank (285m3)
S OD024F
To Port Heavy
Service Air
Fuel Oil Settling
G215 Tank Vent Pipe
Control Air
Steam OF307F
G206
Auxiliary Boiler
TI PI
Fuel Oil Heaters
OF306F
PS
BC030
S PI Service (Port)
Atomising Air PT PI
OF305F TI TI No.2
M FI
BC031
OD046F
OF077F
S S 303F 301F
PS PT PI PI
304F 302F
TI TI


Position Description Valve Position Description Valve n) Monitor the boiler system closely until stable operations exist.
Open HFO port settling tank quick-closing outlet valve OF051F Open No.1 boiler DO ignition pump suction valve
The boiler is designed to operate and remain on standby using HFO. A
Closed HFO port settling tank outlet to cross-connection OF098F Open No.1 boiler DO ignition pump discharge valve changeover to diesel is only necessary when maintenance is required and for
line Open No.2 boiler DO ignition pump suction valve long periods of shutdown such as dry docking.
Closed HFO port settling tank outlet to No.2 HFO OF405F Open No.2 boiler DO ignition pump discharge valve
transfer pump suction Open No.1 auxiliary boiler manual inlet valve from Note: Changeover to HFO whilst firing can lead to unstable flame conditions
Closed HFO port settling tank outlet to No.2 main OF097F DO ignition pumps due to incorrect temperature settings at the heater.
engine and No.3 and No.4 generator FO service Open No.2 auxiliary boiler manual inlet valve from
Open DO port service tank quick-closing outlet valve OD024F DO ignition pumps CAUTION
Rapid temperature changes in the fuel oil can produce thermal stress
Closed Auxiliary boiler inlet valve from port HFO OF069F f) Start the selected boiler FO burner supply pump; the system in fuel system components resulting in damage and breakdowns. It is
settling/service tanks will operate on diesel with its suction from the port DO service important to ensure that the temperature change is gradual.
Open Auxiliary boiler fuel system inlet valve from OD046F tank and the return flowing back to the boiler FO supply pump
SAMSUNG
port DO service tank suction. Changing from HFO operation to diesel oil operation is the reverse of the
Open Flow meter inlet valve OF070F above procedure. Steam trace heating should be shut off when firing on HFO
Note: The boiler control system will set the 3-way fuel inlet control valve to is stopped and the valves are changed to diesel oil supply.
Open Flow meter outlet valve OF071F
the HFO/DO position and will open the burner FO return valve.
Closed Flow meter bypass valve OF072F
Note: The above procedures presume that the boilers will be operated on
Set Auxiliary boiler FO pump 3-way inlet valve set g) Start the combustion control system so that the burner starts. HFO from the settling tank. A situation may arise when it may be prudent to
to both pumps change over supply from the service tank. Such a situation may be constant
Open No.1 auxiliary boiler FO pump discharge valve h) Raise steam in accordance with the rate recommended by the filter blockage as the supply pumps are of a limited size.
Open No.2 auxiliary boiler FO pump discharge valve boiler manufacturer.
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Open No.1 FO heater inlet valve OF301F
i) When steam is available, supply heating steam to the HFO Procedure for the Operation of the Auxiliary Boiler on Waste
Open No.1 FO heater outlet valve OF303F
settling and service tanks and raise the temperature of the HFO Oil
Closed No.2 FO heater inlet valve OF302F
in the tanks.
Closed No.2 FO heater outlet valve OF304F When burning waste oil in the boilers it is important to drain the waste oil
Operational No.1 auxiliary boiler 3-way fuel inlet valve set ZS062 j) When the temperature of the HFO in the port settling tank has service tank to remove as much water and solid contamination as possible. The
to HFO/DO by control system reached approximately 75°C, supply trace heating steam to quality of the waste oil should be established before attempting to burn it in
Operational No.2 auxiliary boiler 3-way fuel inlet valve set ZS063 the boiler fuel lines and open the drains from the trace heating the boilers. The waste oil service tank should be heated to at least 80°C and the
to HFO/DO by control system steam lines. waste oil should be circulated using the grinding pump to mix the constituent
parts of the tank thoroughly. The supply pressure of the oil to the burners
Operational No.1 auxiliary boiler burner HFO/DO return line
should be adjusted according to the calorific value of the waste oil; if the
valve set to open by control system CAUTION
calorific value is high the pressure should be decreased to decrease the flow.
Operational No.2 auxiliary boiler burner HFO/DO return line Trace heating should not be applied to sections of pipeline isolated by
valve set to open by control system closed valves on the fuel oil side, as damage such as blown flange joints
Note: The quality of the waste oil should be established before attempting to
Open HFO/DO fuel pressure control valve inlet valve OF305F could occur due the expansion of the contents.
burn it in the boilers. Properties such as specific gravity, calorific value and
Operational HFO/DO fuel pressure control valve flashpoint should be measured if possible.
When full steam pressure is available, proceed as follows to change over the
Open HFO/DO fuel pressure control valve outlet valve OF306F
boiler fuel supply to HFO:
Open No.1 auxiliary boiler burner manual inlet valve CAUTION
Open No.1 auxiliary boiler burner manual return valve k) Ensure that the FO heater condensate drains are open. If the waste oil is of poor quality it should be burnt in the incinerator
Open No.2 auxiliary boiler burner manual inlet valve and not in the auxiliary boilers. Attempting to burn unsuitable waste oil
Open No.2 auxiliary boiler burner manual return valve l) Open the boiler FO supply system inlet valve from the port can lead to burner failure and heavy deposits on the boiler tubes and
settling tank, OF051F. Close the boiler FO supply system inlet heating surfaces.
Closed Return line valve to port HFO settling tank OF308F
valve from the port DO service tank, OD046F.
Open Return line valve to fuel return chamber OF307F After use with waste oil, the burner system should be flushed through with DO
Open Fuel return chamber outlet valve to FO pump OF077F m) Check the combustion flame which will change to an orange before the system is shut down or changed back to operation with HFO. These
suction colour when operating on heavy fuel oil. procedures are described below.


Key
Boiler Common Drain
Air
Atomising Air S S
M
PS Purifier
S S
TS PS TS
OF336F OF098F
M ZS From Boiler
Control Panel OF OF
ZS063
SAMSUNG
M
G266 OF068F
Control Air
S G215 OF337F
Service Air
S S
To Fuel Oil
From No.3/4
QGTC
Generator
Oil Return (Port)
PI
No.1
Port Diesel
Oil Service
Tank (285m3)
S OD024F
To Port Heavy
Service Air
Fuel Oil Settling
G215 Tank Vent Pipe
Control Air
Steam OF307F
G206
Auxiliary Boiler
TI PI
Fuel Oil Heaters
OF306F
PS
BC030
S PI Service (Port)
Atomising Air PT PI
OF305F TI TI No.2
M FI
BC031
OD046F
OF077F
S S 303F 301F
PS PT PI PI
304F 302F
TI TI


The procedure detailed below assumes that No.1 boiler will be used to burn the Position Description Valve Boiler Low Sulphur Heavy Fuel Oil Operation
waste oil. It has been assumed that the boiler is in service with steam raised
Closed No.2 boiler waste oil return line isolation valve G215
to full working pressure. No attempt should be made to burn waste oil unless The burning of low sulphur fuel oil is a requirement when the ship is operating
the boiler is thoroughly heated and the boiler is operating on HFO. All systems in a Sulphur Environmental Control Area (SECA).
must be normal. f) Start the waste oil transfer and circulate the waste oil round the
boiler system. Check that the waste oil is being circulated at the
Prior to entering a SECA, all of the fuel systems (including the boilers) must
a) Apply heating steam to the waste oil service tank and raise the correct pressure. The grinding pump must be kept in operation.
be purged of HFO and charged with MDO or LSHFO. The boilers normally
temperature of the tank contents to at least 80°C. operate on HFO, so when in a SECA they must be operated on either LSHFO
Note: The grinding pump (and circulating pump) will be stopped when a low or MDO. Normally LSHFO would be used.
b) The waste oil service tank drain valves should be opened to level switch in the waste oil tank is activated.
remove any free water and sludge, OF422F and OF423F. There are no dedicated LSHFO settling or service tanks on this vessel, so low
g) Open the steam supply and condensate valves for the waste oil sulphur fuel will be required to replace the HFO in the port and/or starboard
c) Operate the grinding pump and circulate the waste oil through heater, ST138F and ST139F (steam), ST246F (condensate). The settling tanks.
the pump to mix the tank contents thoroughly. Allow the pump control system will automatically regulate the steam supply to
to run for at least one hour. Set the grinding pump valves the heater. Apply trace heating to the waste oil lines. As the auxiliary fuel oil pumps for the boilers can take their suction from the port
SAMSUNG
according to the following table: or starboard HFO service tanks via a cross connection, it is possible to change
h) When the waste oil is circulating at the correct temperature, the either the port OR starboard fuel system to LSHFO. This means that either the
Position Description Valve boiler control system can be changed from HFO firing to waste port or starboard HFO settling tank will need to be changed to LSHFO and the
oil firing. Refer to Section 2.2 for details of the boiler control associated service tank filled from this via one of the centrifugal separators.
Open Waste oil service tank quick-closing outlet valve to OF330F
system. As the boilers normally operate from the port side fuel oil tanks, these would
the grinding pump for boiler service
normally be the ones changed to allow boiler operation on LSHFO.
Closed Incinerator DO service pump discharge valve to OD363F
Note: The temperature required for the correct combustion of the waste oil
the grinding pump suction When changing over, it is essential that the entire boiler fuel system is purged
will depend upon the quality of the oil. As a guide, the temperature of the
Closed Incinerator DO service pump discharge valve to OD361F waste oil should be set to achieve a viscosity of between 15-20cSt at the of HFO and filled with LSHFO before entering the SECA, so as to comply with
QGTC
the waste oil circulating pump suction burner. regulations. This means that the changeover procedure must start sufficiently
Closed Waste oil return to waste oil transfer pump OF339F early enough before entering the SECA.
Closed Water detection valve OF340F i) Monitor the burner throughout the start-up and during
firing; ensure that the flame is stable and no black smoke is The procedure of transferring the LSHFO into the respective settling tanks has
Closed Water detection bypass valve OF341F
generated. been detailed in Section 2.7.1 of this operating manual. For further details on
Open Supply valve to boiler for waste oil burning OF331F this, please refer to this section.
d) Check that the waste oil transfer pump discharge filters are Note: The boiler FO supply pump should be left running, as this will ensure
clean. that the HFO system is ready for service when the operation on waste
oil is complete. The HFO supply system temperature should be carefully
e) Set the waste oil system valves according to the following monitored at all times.
table:
j) When the operation on waste oil is complete, stop the burner
as normal and return the burner to operation on HFO. Refer to
Section 2.2 for details of the boiler control system.
Open Waste oil transfer pump suction valve OF332F
Open Waste oil transfer pump discharge valve OF333F k) Shut off the steam supply to the waste oil heater and the trace
Set Waste oil filter 3-way valve heating on the waste oil lines.
Open Waste oil heater inlet valve OF334F
l) Stop the waste oil transfer pump and close all the valves on the
Open Waste oil heater outlet valve OF335F
boiler waste oil lines.
Closed Waste oil heater bypass valve OF336F
Open Waste oil pressure control valve inlet valve OF338F m) Stop the grinding pump and shut all the valves on the waste oil
Operational Waste oil pressure control valve G161 service tank.
Open Waste oil pressure control valve outlet valve OF337F
Closed No.1 boiler waste oil return line isolation valve G215

2.6.4 Incinerator Fuel Oil Service System Illustration 2.6.4a Incinerator Fuel Oil Service and Sludge System
Port Starboard
Incinerator DO Transfer Pump From No.1/2 Generator 32
Engines Diesel Oil Return Upper Deck
Manufacturer: Teral Kyokuto Inc. 25
No. of sets: 2 OD054F

Control Exhaust Gas Starboard Diesel
Type: Horizontal, gear, motor-driven Sludge Pump LS LAH
Panel Oil Service Tank Stop High Level MM134 50
(244.3m3) BG203F
Incinerator Waste Oil Service Tank
Model: TRP-MHG3 TC (3.5m3)
Waste Oil
PI
Waste Oil Grinding
Capacity: 0.3m³/h at 10kg/cm² OD023F OF360F
TI
OF330F
Circ Pump
Low Level
Pump
Low Level
PI LI Stop Stop
TIAHL
MM150 LS LS
25 LO13 LO56
OF
OD360F 442F
Introduction
25
OF
To Port Diesel 65
423F
SS
Oil Tank OD053F
PS
PI
The incinerator, waste oil circulating pump, waste oil grinding pump, and 32
OF 40 50
SAMSUNG
waste oil service tank are all located in a separate room off the engine room on Incinerator
OF363F
Waste Oil Waste Oil
340F
Circ. Pump Grind Pump

the starboard side of A deck. 65
(26m3/h x
50
(26m3/h x
40 32 To Primary
Dirty Bilge Tank
65
From General 0.4kg/cm2) 0.4kg/cm2)

Service Air System To No.1 Main Engine OF OF OF
AR032F PI 361F PI 339F 341F
No.1/2 Generator 65
From Primary
Diesel oil is used in the incinerator to burn rubbish and to assist in the burning Engines Fuel Oil
Service System
Dirty Bilge Tank
BG202F
of the waste oil by raising the furnace temperature to a suitably high level. 65 BG200F
OD OF OF OD OF
The diesel for the incinerator burners is supplied from the starboard diesel 25
361F 362F 365F 363F 331F
From Sludge
25
15 15 BG201F
oil service tank via the tank quick-closing outlet valve OD023F, which also Dewatering Unit
PI
Sludge
services the No.1 main engine and the No.1 and No.2 main generators as
32 40
25
OF364F Pump
(10m3/h x
shown in illustration 2.6.4a. PI PI
40
4kg/cm2) PI
QGTC
To Boiler for
Sludge Burning
The diesel oil is supplied to the incinerator unit by two transfer (service) pumps PI PI
(See Illustration
2.6.3a) 65
50
BG250F
which are located on the engine room 4th deck, in the starboard purifier room. Key
Return from
Boiler
TI
Each pump is equipped with a ‘Y’ type suction strainer and the maximum Marine Diesel Oil Incinerator Diesel Oil Transfer Pumps
discharge pressure is set by a relief valve which is mounted on the pumps and Heavy Fuel / Waste Oil (300 litres/h x 10kg/cm2)
Separated Bilge
Oil Tank (26.5m3)
is set to open at 11.0kg/cm2. Air
From the diesel oil transfer pumps, the fuel is delivered to the suction side of
two incinerator diesel oil burner unit pumps. These pumps supply the three
incinerator burner nozzles and the system is automatically controlled by the Waste oil is transferred to the service tank by the sludge pump which has an The discharge from the circulating pump is to the suction side of the
incinerator control system. Any excess diesel oil delivered by the DO transfer automatic stop facility operating via a high level switch positioned 100mm incinerator’s sludge pump, but if this is not yet operational, the oil will be
pumps or the burner unit pumps is returned to the starboard DO service tank. from the top of the service tank. The tank is also equipped with two low level returned back to the service tank via valve OF363F. The grinding pump is used
The incinerator DO and waste oil systems are shown in the illustration above, switches which will stop the waste oil circulating pump and the waste oil to mix the contents of the service tank, with the waste oil returned to the tank
while the detailed operation of the incinerator has been detailed in Section grinding pump. The service tank is equipped with a steam heating coil and a from the pump discharge. Both the circulating pump and the grinding pump
2.14.6 of this manual. self-closing drain cock to allow any water that may be present to be drained can supply the auxiliary boiler waste oil transfer pump, which allows the waste
off to the primary dirty bilge tank. Should the service tank be inadvertently oil to be burnt in the boilers if required.
The diesel oil transfer pumps can also supply diesel to the suction side of waste overfilled, the excess will spill to the separated bilge oil tank.
oil circulating pump and the waste oil grinding pump. This allows the contents When the oil level in the service tank has been reduced to a minimum level, a
of the waste oil service tank to be ‘thinned’ to assist pumping and combustion if The waste oil is supplied from the service tank to the incinerator by the waste level switch will automatically stop the waste oil circulating pump to prevent
required. This connection can also be used to pump diesel oil through the waste oil circulating pump. This pump can also be used to circulate the waste oil it from running dry. A second low level switch is fitted which will stop the
oil lines for cleaning purposes prior to any maintenance being undertaken. inside the tank to produce an homogeneous mix and to ensure the oil is at a grinding pump.
uniform temperature ready for pumping. The incinerator unit is equipped with
a sludge pump which delivers the waste oil to a special burner. The burner is
provided with a compressed air supply and a diesel oil supply to assist with the
atomisation and combustion of the waste oil.

Procedure for Preparing the Incinerator DO Service System f) Set up the incinerator waste oil system valves according to the
and Waste Oil System following table:
The description assumes that No.1 incinerator diesel oil transfer pump will be Position Description Valve
in service, with No.2 pump shut down. Open Waste oil service tank quick-closing outlet valve OF360F
to the circulating pump
a) Check the level of oil in the starboard diesel oil service tank Open Waste oil circulating pump discharge valve to OF361F
and replenish as necessary. Check the tank drain for water and the waste oil service tank
sludge.
Closed Waste oil circulating pump discharge valve to OF362F
the incinerator
b) Check that the diesel oil transfer pump suction filters are clean
and ensure that all of the instrumentation valves are open and Closed Waste oil circulating pump discharge valve to OF365F
that the instruments are reading correctly. the auxiliary boiler WO transfer pump
Open Incinerator waste oil inlet valve OF364F
c) Set the system valves according to the following table: Open Return line isolating valve from incinerator to OF363F
SAMSUNG
waste oil service tank
Position Description Valve g) Start the waste oil circulation pump. Waste oil will be taken from
Open Starboard diesel oil service tank quick-closing OD023F the waste oil service tank and returned to the same tank. When
outlet valve the waste oil service tank achieves the correct temperature, the
Open No.1 incinerator DO transfer pump suction waste oil is ready to burn in the incinerator.
valve
h) Supply trace heating to the waste oil pipework system.
Open No.1 incinerator DO service pump discharge
QGTC
valve
i) Stop the waste oil circulation pump and close the waste oil
Closed No.2 incinerator DO transfer pump suction
circulating pump discharge valve to the waste oil service tank,
valve
OF361F. Open the waste oil circulating pump discharge valve to
Closed No.2 incinerator DO transfer pump discharge the incinerator, OF362F.
pump
Open Incinerator DO transfer pump discharge line OD360F j) Ensure that the compressed air supply from the general service
valve to the incinerator burner unit air system is available for atomisation. Start the incinerator
Closed Incinerator DO transfer pump discharge valve to OD361F according to the procedures detailed in section 2.14.6.
the waste oil circulating pump suction
Closed Incinerator DO transfer pump discharge valve to OD363F
the waste oil grinding pump suction
Operational No.1 incinerator burner unit DO pump suction
check valve
Operational No.2 incinerator burner unit DO pump suction
check valve
Open Return line isolating valve from incinerator OD054F
burner unit to starboard DO service tank
d) The incinerator diesel oil service system is now ready for use.
e) Drain any water from the waste oil service tank by opening the
self-closing drain valves and the drain valve isolation valves,
OF422F and OF423F.

2.6.5 Emergency Generator Fuel Oil e) Check the generator fuel filters have been changed within the
Service System recommended maintenance period.
The emergency generator fuel system is now ready for operation.

Introduction
Note: The fuel in the emergency generator fuel tank should always be
The emergency generator engine and switchboard are located in a separate
maintained at the maximum level and the valves correctly lined-up to
compartment outside the engine room on the port side of ‘A’ deck.
the engine, allowing for an immediate engine start in the event of an
emergency.
The emergency generator has been equipped with a 7.0m3 diesel oil storage
tank located in the emergency generator room. The tank is independent of the
other MDO systems, so has to be filled from oil drums via a filling connection Illustration 2.6.5a Emergency Generator Fuel Oil Service System
on ‘B’ deck immediately above the emergency generator room. The tank has a
local level gauge fitted and a low level switch that alarms through to the IAS
when activated. It also has a self-closing test cock that can be used to check for
SAMSUNG
the presence of water.
The diesel oil flows from the emergency generator DO quick-closing outlet
valve (OD340F) to the emergency generator via pipes fitted with flexible
Filling Connection
hoses. The fuel then enters the engine through filters, and from the filters B Deck
the fuel goes to the fuel pumps with any excess fuel being returned to the Emergency Generator
emergency generator DO tank. Engine Room
The quick-closing valve on the emergency generator diesel oil storage tank
QGTC
Wire Rope
cannot be operated from the fire control station as with all of the other
quick-closing valves; it can only be tripped locally using a trip wire located
immediately outside the emergency generator compartment.
Emergency Generator
Engine Diesel Oil Tank
Procedure for Preparing the Emergency Generator Fuel Oil (7m3)
LAL
Service System MM064
OD OD OD340F
The description assumes that the emergency generator fuel tank is to be filled 401F 400F
25 25
XA
and prepared for use. LV005
Emergency Generator
a) Check the emergency generator service tank level and replenish Engine
from oil storage drums as necessary. Care must be taken to
ensure that no contamination is introduced into the system Key
25
when the filling connection is removed and after filling, the Diesel Oil
connection must be securely reinstated. Bilge
b) Check the emergency generator diesel oil tank drain for water
and sludge by opening the isolating valve OD400F and by 25
operating the self-closing drain valve OD401F.

OD402F
c) Open the emergency generator DO tank quick-closing outlet
valve to the emergency generator OD340F.
To Separated
d) Prime the emergency generator fuel system according to the Bilge Oil Tank
procedures detailed in Section 2.12.2 of this manual.

2.6.6 Inert Gas Generator Fuel Oil Position Description Valve The IGG fuel oil service system is now ready for operation and the IGG
Service System generator can be started and operated according to the procedures detailed in
Open IGG DO service tank quick-closing outlet valve OD022F
Section 2.15 of this manual.
Set IGG DO supply pump suction strainer 3-way
Inert Gas Generator Diesel Oil Supply Pumps inlet valve set to No.1 strainer
Manufacturer: HP Technik Set IGG DO supply pump suction strainer 3-way
outlet valve set to No.1 strainer
No. of sets: 1
Operational IGG DO supply pump non-return discharge valve
Type: Horizontal, gear, motor-driven
Open IGG DO supply pump discharge valve OD370F
Model: SMG-1892-25-so
Open IGG combustion unit manual inlet valve
Illustration 2.6.6a Inert Gas Generator Fuel Oil Service System

Introduction
SAMSUNG
The purpose of the inert gas generator (IGG) is to produce inert gas for gas
freeing purposes and this is achieved by burning diesel oil at a very low excess Inert Gas Generator
air setting. The inert gas generator is located in a room off the engine room on Diesel Oil Service Tank
(145.1m3)
the port aft side of the 3rd deck.
From Control
Air System
The IGG is equipped with two diesel oil burners, one of which is a pilot burner LAHH OD022F
and the other a main burner. The burners are supplied with diesel by a supply MM223
pump which is located in the IGG room, and this delivers the fuel to the burners
at the correct pressure for combustion. The pump draws the fuel from the IGG 25
QGTC
PIAL Pilot
diesel oil service tank which has a capacity of 145.1m3. The details of the tank Burner
40
and the fuel oil system are as shown in illustration 2.6.6a. PI PI PI PI
PI
TI
40 32
The IGG supply pump draws fuel from the IGG service tank via two strainers, OD370F
Inert Gas
with one strainer in use and the other clean and ready for use in the event the 25
Inert Gas Generator Main Burner
Generator Burner
duty strainer becomes blocked. The fuel is discharged to the IGG combustion Diesel Oil Supply Pump
(2.5m3/h x 25kg/cm2)
system at a pressure of 25.0kg/cm2, with the fuel pressure being set by a
spring-loaded control valve which returns excess fuel to the pump suction. The
fuel enters the IGG combustion system via a ‘Y’ type filter, and the automatic To Gas Combustion Inert Gas Generator
combustion controller regulates the flow of fuel to the main and pilot burners Unit Diesel Oil Pumps
via the use of pneumatic isolating valves and preset throttle valves. The IGG
burner system has been described in greater detail in Section 2.15 of this
manual. PI PI PAL PAL
From Steam 150

System
Procedure for Preparing the Inert Gas Generator Fuel Oil
Service System Key
Marine Diesel Oil
a) Check the IGG diesel oil service tank drain valve for water and Air
sludge. Steam Condensate Condensate
Condensate
b) Check that the IGG diesel oil supply pump suction strainers and
the inlet fuel filter to the IGG combustion unit are all clean.
c) Set the IGG fuel oil service system valves in accordance with
the following table:

Illustration 2.6.7a Gas Combustion Unit Fuel Oil Service System Power I/P Control
GCU Dilution
Air Control Air
Combustion No.2 S To Funnel Base Air Fans
Control S
To Gas Air Fans Air Power I/P Control ZS ZS PAL PI
PI PAL TT M
Vent Master M Air
TT
M Control Air
AUTO
S Control S
No.1 CH-VR
PI
Air ZS ZS PAL PI
MC MC M
Cargo Engine M MF007 MF008
Nitrogen FA053F FA052F
Area Room
Purging
Casing TT TT TT
FA051F FA050F
Gas Valve Unit Room for GCU
Gas Valve Unit Control Air Control Air Control Air

ZS ZS
(Gas Train) PI TI PI
15 15 15
Control
FT I/P
SAMSUNG
ZS S S ZS S
ZS
PI PT TT PAL PAL
Air PAH PI PT
ZT
From 200 250 250
BOG
Control Air Control Air Control Air
BOG Support Burner

ZS
Flame Scanner A
Flame Scanner B
S Control Control
Igniter Oil A
Igniter Oil B
I/P
ZS Air S S ZS S Air
PAL PAH PI
ZT
25 25
Gas Valve Unit Control Air Control Air Control Air Control Air
QGTC
(Off-Gas Train)
FT S S S
ZS S S
PI PAL PAL PI
From 80 125 80 25
Waste 250
Gas S
Control Air 125
Inert Gas Generator

Diesel Oil Service
N2 Supply Station PI PAL
Tank (145.1m3)
From N2
OD022F
Buffer Tank Oil / Air Rack GCU Cooling Control Air
Fan Unit
25 PI S
PAL Control Air
S
40 M
PI
FT S S PI
PI PI PAL PI PAH
S
PAL PI Control Air
25
S
GCU Support Burner
To IGG Diesel PI
PI
Diesel Oil Pump M
Oil Supply Pumps (1.374m3/h x 45kg/cm2) PI PAL S
From General 25 PI
Service Air S
From Control 15
Key
Air
PI S S Gas
GCU Ignition
Diesel Oil Pump Expansion Nitrogen
PI
(15l/h x 15kg/cm2)
PI PAL Bottle
S S Air
15
PI Marine Diesel Oil
Electrical Signal

2.6.7 Gas Combustion Unit Fuel Oil GCU Support Burner Pumps Support Burner Fuel Oil System
Service System Diesel oil from the IGG DO service tank enters the support burner DO pumps The valve line-up assumes that No.1 fuel filter and No.1 fuel pump are to be
via two suction filters. One filter is normally in service with the second clean used.
Gas Combustion Unit Support Burner Diesel Oil Service Pumps and ready for use, and one support burner DO pump would normally be in
service. The flow of fuel from the pumps to the support burner is regulated by Position Description Valve
Manufacturer: Saake a return valve at the oil/air rack inlet which opens to return excess fuel to the
Open IGG DO service tank quick-closing outlet valve OD022F
No. of sets: 2 support burner pump filter inlet manifold. This flow control valve is activated
by the GCU burner control system. Each support burner pump is protected by Set Suction filter 3-way inlet valve set to No.1 filter
Model: DCLT 1100 BA4 5043
a spring-loaded pressure regulating valve which returns the fuel to the pump Set Suction filter 3-way outlet valve set to No.1 filter
Type: Vertical, motor-driven
suction in the event of excessive pressure. Set Support burner DO pump 3-way suction valve set
to No.1 pump
Because of the L-port configuration of the 3-way valves on the support burner Set Support burner DO pump 3-way discharge valve
fuel pump inlet and outlet manifolds, it is not be possible to have automatic set to No.1 pump
Gas Combustion Unit Ignition Diesel Oil Service Pumps
starting of the second pump if the duty pump fails. Open Oil/air rack manual inlet valve
Manufacturer: Suntec Saake
SAMSUNG
Closed Flow control valve bypass valve
No. of sets: 2 GCU Ignition Pumps
Model: PZHDS 30
Diesel oil from the IGG DO service tank enters the ignition burner DO pumps Ignition Burner Fuel Oil System
Type: Horizontal, gear, motor-driven via a suction filter with one filter being fitted to each pump suction. The
Capacity: 15 litres/h at 5.0kg/cm2 delivery pressure is controlled by returning fuel to the pump suction manifold Position Description Valve
via a spring-loaded pressure regulating valve fitted on each pump. A fuel filter Open IGG DO service tank quick-closing outlet valve OD022F
and accumulator are located on the inlet line to the oil/air rack after the manual Open No.1 ignition DO pump suction valve HV612
Introduction inlet valve. The GCU burner control system starts the ignition burner DO
Open No.1 ignition DO pump discharge valve HV617
pumps and controls the flow of fuel to the two ignition burners as required.
QGTC
The purpose of the gas combustion unit (GCU) is to safely burn cargo boil-off Operational No.1 ignition DO pump non-return discharge
gas (BOG) in the event that the reliquefaction plant is not available or is unable valve
to deal with the volume of gas involved. Procedure for Preparing the Gas Combustion Fuel Oil Service Open No.2 ignition DO pump suction valve HV618
System Open No.2 ignition DO pump discharge valve HV623
The GCU is located in the engine room on the upper deck and extends through Operational No.2 ignition DO pump non-return discharge
‘C’ and ‘D’ decks. The GCU is equipped with three diesel oil-fired burners that a) Ensure that all of the instrumentation valves are open and that valve
are used to provide an ignition source for the gas. The burners comprise: the instruments are reading correctly.
Open Oil/air rack manual inlet valve
• One DO support burner. This burner is located between the main
b) Check that there is power, control air and general service air
boil-off gas and waste gas burners. The GCU fuel oil service system is now ready for operation and the GCU can
available to the operating and control systems and for the GCU
• Two DO ignition burners. These burners are located in the be operated according to the procedures detailed in Section 2.16.
control system.
burner/windbox section of the GCU.
c) Check the IGG DO service tank for water and sludge by opening
The DO support burner and the DO ignition burners are supplied with diesel by the isolating valve and operating the self-closing drain valve.
two sets of service pumps, two pumps for the support burner and two pumps
for the ignition burners. The pumps supply the burners via the oil/air rack d) Check that the GCU support burner and ignition burner DO
which comprises various control valves to regulate the flow of diesel oil and pump suction strainers are clean.
compressed air to the burners. The operation of the burners and the GCU in
general has been described in Section 2.16 of this manual. e) Check that the oil/air rack inlet fuel filter to the support burner
and ignition burner are clean.
The support burner DO pumps and the ignition DO pumps are supplied from
the IGG DO service tank via a quick-closing valve, which also serves the f) Set the GCU fuel oil service system valves according to the
IGG DO supply pump as shown in illustration 2.6.7a. The IGG DO tank has a following table:
capacity of 145.1m3 and the pumps are located in the inert gas generator room,
off the engine room on the port side of the 3rd deck. The oil/air rack is located
on the upper deck.

Illustration 2.7.1a Heavy Fuel Oil and Diesel Oil Filling and Transfer System (i)
OF OF OD OD OD OD OF OF OF OF OD OD
564F 563F 539F 540F 527F 527F 541F 542F 534F 533F 519F 520F
To Sample OD OD
Collector 541F 542F OD OD To Sample OD OD
OF519F OF OD 527F 528F Collector 517F 518F
516F 506F OD OF
504F 508F OF OD
OF518F 506F 502F
OD OD
533F 532F
OL OL OL
557F 556F 555F
To/From Engine Room

(See Illustration 2.7.1b)
No.5 Cofferdam
No.4 Cofferdam
No.3 Cofferdam
No.2 Cofferdam
No.1 Cofferdam
No.6 Cofferdam
No.5 No.4 No.3 No.2 No.1

Engine
Liquid Liquid Liquid Liquid Liquid
Casing
SAMSUNG
Dome Dome Dome Dome Dome
OL OL OL Portable Air
553F 552F 551F Deck Driven Pump
Store (2m3/h)
OD534F
Cargo Electrical
OD531F Machinery Motor
OF OF OF OF
QGTC
OF527F Room Room 545F 546F 535F 536F
OD OD OD OD
OF517F OF OD 525F 526F OF547F OF537F 515F 516F
515F 505F OD OF OF OD
503F 509F 511F 501F
To Sample
To Sample Collector OD OD OD OD OD OD
Collector
537F 538F 523F 524F 513F 514F
562F 561F 535F 536F 521F 522F 541F 542F 532F 531F 511F 512F
Chain
Bosun Store
Locker
LAH LAH
Key OF501F CB041 OF502F CB020
PIAL
CM183 No.1a
Marine Diesel Oil Heavy Fuel
Oil Tank
Heavy Fuel Oil
PI PI TIAHL No.1
CM179
Heavy Fuel Void
Lubricating Oil
Oil Tank
OF523F OF504F OF507F
No.1
Discharge Line Drain
OF522F No.2
PI PI
TIAHL
CM178

Connection For Steam Blowing
OF526F Heavy Fuel Oil
Transfer Pumps
Forward Water Ballast Tank (C)
(80m3/h x 5.0 kg/cm2)

2.7 Fuel Oil and Diesel Oil Transfer starboard HFO storage tank. The details of this have been shown in illustrations shut-off valve control panel. The valves incorporate a collapsible bridge and
Systems 2.7.1a and 2.7.1b. must be reset locally after being tripped.
The HFO storage tanks located in the engine room are arranged with one tank All of the HFO tanks have been fitted with steam heating coils and the tanks
2.7.1 Fuel Oil and Diesel Oil Bunkering and
on the starboard side, one on the port side, and one low sulphur (LSHFO) tank also have high temperature alarms. The HFO settling tanks have been equipped
Transfer System on the port side. There is also one HFO settling tank and one HFO service with thermostatic temperature control valves, and the tanks are fitted with
tank arranged on each side of the engine room, all of which are as shown in a temperature sensor which acts to regulate the steam supply to the heating
Engine Room Heavy Fuel Oil Transfer Pumps illustration 2.7.1b. coil. The engine room tanks are fitted with local and remote temperature
indication, while the forward storage tanks have remote indicators that can be
The two HFO transfer pumps are arranged on either side of the engine room monitored through the IAS. The transfer pump suction and discharge lines and
No. of sets: 2 at floor plate level. The pumps transfer HFO from the engine room storage the forward HFO storage tank fuel lines are all insulated and fitted with steam
Type: Vertical motor-driven gear tank(s) to their respective settling tank. Cross-connections between the transfer trace heating.
Model: VG-50MA pump suction and discharge lines allow the pumps to transfer fuel between the
Capacity: 50m3/h at 4.0kg/cm2 storage tanks or settling tanks on either side of the vessel if that is considered The engine room HFO storage, settling and service tanks are all fitted with
necessary. The HFO transfer lines also have connections to the DO transfer self-closing test cocks which are used to check for the presence of water. The
SAMSUNG
lines which allow DO to be transferred by the No.1 HFO transfer pump. drains from these all lead to the separated bilge oil tank.
Forward Heavy Fuel Oil Transfer Pumps Under normal operating conditions, blanks are fitted in these crossover lines to
prevent contamination, and the use of the HFO transfer pump to transfer diesel
Manufacturer: Taiko Kikai Industries Co. Ltd Heavy Fuel Oil Tanks
should only ever be considered in an emergency or if the DO transfer pump is
No. of sets: 2 unavailable. Compartment Capacities (m )3
Type: Vertical motor-driven gear

No.1F HFO storage tank 2,629.0m³
Model: VG-80MA Two transfer pumps have also been provided to serve the forward HFO storage
No.1A HFO storage tank 2,038.5m³
Capacity: 80m3/h at 5.0kg/cm2 tanks and these are located in the forward pump room immediately aft of the
two storage tanks. The pumps discharge HFO from the storage tanks into the No.2 starboard HFO storage tank 2,221.0m3
QGTC
bunkering filling line which allows the settling tanks or engine room HFO No.2 port HFO storage tank 1,043.6m3
Diesel Oil Transfer Pump storage tanks to be filled from the forward deep tanks. The engine room Low sulphur HFO storage tank (port side) 677.6m3
Manufacturer: Taiko Kikai Industries Co. Ltd transfer pumps can also transfer fuel from the engine room HFO storage tanks Starboard HFO settling tank 153.9m3
to the forward deep tanks if required for trim and stability reasons.
No. of sets: 1 Starboard HFO service tank 159.8m3
Type: Horizontal motor-driven gear Each set of HFO settling and service tanks are served by two HFO separators. Port HFO settling tank 153.9m3
Model: NHG-25MA The service tanks supply the main engine and generators on their respective Port HFO service tank 159.8m3
Capacity: 20m3/h at 4.0kg/cm2 side of the vessel, although a cross-connecting line between the service tank HFO overflow drain tank 46.7m3
outlets allows the main engines or generators to be supplied from either service
tank. The HFO service tanks are provided with an internal overflow pipe which
Introduction enters the HFO settling tank 2 metres below the top of the settling tank. The Precautions to be Observed Prior to and During the Loading
overflow pipe has an open end where it extends to near the top of the service of Bunkers
Heavy fuel oil (HFO) for the main engine, generators and auxiliary boilers tank. The auxiliary boilers are supplied from the port settling tank.
is stored in three storage tanks located on the port and starboard sides of the Note: Company bunkering procedures must be observed at all times and
engine room, and in two storage tanks located at the forward end of the vessel A HFO overflow drain tank with a capacity of 46.7m3 has been provided and all personnel involved in the bunkering procedure, whether planning or the
just aft of the forward void space. All the storage tanks are filled from the port overflow lines from the engine room storage and service tanks lead to this tank. actual operation of bunkering, must be fully aware of the contents of the
and starboard connections at the bunker manifold stations located on the main The overflow tank is then emptied back to the storage or settling tanks using company documents relating to Oil Transfer Procedures and Bunkering. It is
deck. The aft set of bunker connections are located at the accommodation the HFO transfer pumps. essential that all personnel involved in the bunkering procedure know who is
block, and two sets of forward connections are located adjacent to the No.3 in charge of the bunkering operation.
cargo tank. The bunker manifold stations also have connections for the diesel The engine room HFO storage tanks are equipped with high and low level
oil service tank filling lines as shown in illustration 2.7.1a. alarms, while the forward HFO storage tanks are equipped with high level Before and during bunkering, the following steps should be complied with:
alarms only. The filling valves for the engine room and forward HFO storage
The HFO bunker main is equipped with a relief valve (OF527F) which protects tanks are all remotely operated through the IAS, and so too are the forward a) A pre-bunker meeting should be held with all personnel
the system from over-pressure. The valve operates at 5.5kg/cm2 and is located HFO storage tank suction valves. involved with bunkering being present. A bunker plan should
on the starboard side aft and connects the bunker main directly to the No.2 be drawn up and all personnel involved in bunkering must be
The engine room HFO storage, service and settling tanks are all fitted with fully aware of the contents of the plan and understand the entire
quick-closing pneumatic outlet valves that are operated from the emergency

Illustration 2.7.1b Heavy Fuel Oil and Diesel Oil Filling and Transfer System (ii)
To / From Bunker Station
To / From Bunker Port and Starboard To / From Bunker To / From Bunker
Station Port and Forward HFO Storage Tank Station Port and Starboard Station Port
(See Illustration 2.7.1a) (See Illustration 2.7.1a) (See Illustration 2.7.1a) (See Illustration 2.7.1a)
OD534F
OD OD
533F 532F
OF527F
OD
From Aux. Boiler FO Return Pipe 531F
LIAHL LIAHL LAHH LIAHL LAHH LIAHL LIAHL LAHH LIAHL LIAHL LIAHL LAHH LIAHL LAHH LIAHL
MM193 MM221 MM187 MM222 OF MM189 MM219 MM191 OF OF
MM190 MM168 MM218 MM220 MM192
519F 518F 517F
Port Diesel Oil

Service Tank No.2 HFO OD OF
(285m3) Storage Tank 003F 011F Starboard Diesel Oil
SAMSUNG
Vent Line
OD021F Port (1043.6m3) From Fuel Oil Service Tank
Drain Tank (244.3m3)
LCH
PP103
OD020F
Low Sulphur HFO LCH
Storage Tank PP102
LAHH (677.6m3)
MM223
Starboard HFO Starboard HFO
Inert Gas Settling Tank No.2 HFO
TI Port HFO Port HFO Service Tank
Generator Diesel (153.9m3) Storage Tank
Service Tank Settling Tank (159.8m3)
Oil Service Tank
LCH LCH Starboard (2221m3)
TIAHL (159.8m3) PP100 (153.9m )
3
PP098
OF
(145.1m3) MM051
006F
QGTC
TI TI TI OF005F TI TI TI
OD022F OF022F OF021F OF OF020F
LCL OF003F LCL
TIAHL TIAHL TIAHL 004F TIAHL TIAHL TIAHL
PP100 PP098
MM053 MM049 MM047 MM046 MM048 MM050
OF IAS
027F IAS OF009F OF001F
OF036F
OF007F AUTO MC
OD ST/SP PP099
From Port 001F From Starboard
OF002F PI PI
To Inert Gas To GCU HFO Settling/Service HFO Settling/Service
PI
Generator Diesel Oil Tanks Drain MC AUTO Diesel Oil No.1 HFO Tanks Drain
PP101 ST/SP
Diesel Oil Pumps Transfer Pump Transfer Pump
Supply Pump (20m3/h x 4kg/cm2) (50m3/h x 4kg/cm2)
No.2 HFO PI PI
Transfer Pump PI
(50m3/h x 4kg/cm2)
MC
OD PP104
OF 028F
AUTO
030F ST/SP
OF031F OF
029F
IAS IAS
OF028F
OD052F OD051F
Key LIAH
To No.4 HFO MM052
To No.2 HFO
Purifier Feed Pump Marine Diesel Oil Purifier Feed Pump
for Diesel Oil Purification TI Heavy Fuel Oil Overflow for Diesel Oil Purification
(See Illustration 2.7.2a) Fuel Oil Tank (46.7m3) (See Illustration 2.7.2a)
From Fuel Oil Note: This Tank is Built Into The Low Sulphur Heavy
Electrical Signal Drain Tank OF027F OF023F Fuel Oil Tank But Has Been Shown Here For Clarity Of Pipework

operational procedure. The contents of the plan will include, but j) The soundness of all of the bunkering pipework should be Procedure for the Loading of Heavy Fuel Oil from a Shore
not be limited to, tanks to be bunkered, start and stop ullages/ verified by a visual inspection. Station or Barge
dips, names of personnel involved and duties assigned. The time
that the pre-bunker conference took place should be entered into k) The pre-bunkering checklist should be completed prior to
Note: The HFO bunker main is equipped with a relief valve which protects
the vessel’s log book. starting the bunker operations.
the system from over-pressure. The valve, OF527F, is located on the
starboard side aft and connects the bunker main directly to the No.2 starboard
b) All personnel involved with bunkering should know exactly l) A watch must be kept at the bunker manifold during the loading
HFO storage tank. The valve is set to open at 5.5kg/cm2.
what role they are to play and what their duties are. Personnel of bunkers, with all personnel involved being in radio contact.
involved should know the location of all the relevant valves
a) Remove the blank fitted at the bunker connection and connect
and gauges and be able to operate the valves both locally and m) Scuppers and save-alls, including those around the bunker tank
the bunkering hose, ensuring that the joint used is not damaged.
remotely if required. vents, should be effectively plugged.
Containers for the samples must be prepared and in place before
the bunkering operation begins. Oil spill response kits must be
c) Company rules regarding the taking of bunkers and transferring n) Any oil spill response kit provided by the company must be in
in place as per company instructions.
of fuel oil within the vessel must be understood by all involved place.
in the fuel oil bunkering and transfer procedure.
SAMSUNG
b) Ensure the blanks on the other bunker connections are secure
o) The initial loading rate must be agreed with the barge or shore
and that all of the valves, including the valves on the small bore
d) Samples are to be taken using a recognised sampling device that station and bunkering commenced at an agreed signal. Only
lines, are closed. Ensure that the all drain and sampling valves
will give a representative sample of the fuel oil bunkered. The upon confirmation of there being no leakages and the fuel
are closed. The bunker station save-alls should be empty, with
sample should be taken at the bunker manifold and on board only going into the nominated tanks should the loading rate be
the drain valves closed or drain plugs in position. Drain valves
fuel tests carried out as soon as possible after bunkering. A increased to the agreed maximum.
are fitted in the forward bunker save-alls and drain plugs are
second sample should be sealed and sent ashore for analysis.
fitted in the aft bunker save-alls. It is recommended that the
p) Before the tank being filled reaches the maximum volume
drain valves on the bunker save-alls are operated on a regular
e) If bunkers being received are to be loaded into the same tanks specified by the company, the rate should be reduced by
basis to ensure they can be opened in the event of an emergency.
as existing bunkers, great care must be taken to avoid problems diverting some of the flow to another bunker tank; if the final
QGTC
Drain plugs should be removed and greased to ensure that they
of incompatibility. If there is any doubt about the compatibility tank is being filled the pumping rate must be reduced. When
do not seize-up in position.
between the new and existing bunkers, the new bunkers should topping-off the final tank the filling rate must be reduced at the
not be loaded on top of existing bunkers. barge or shore station and not by throttling the filling valve.
c) Open the correct filling valves for the tanks to be bunkered.
f) No internal transferring of bunkers should take place during the CAUTION
bunker loading operations unless permission has been obtained Description Valve
At least one bunker tank filling valve must be fully open at all times
from the Chief Engineer. No.1F HFO storage tank filling valve OF502F
during the bunkering operation.
No.1A HFO storage tank filling valve OF501F
g) Bunker tanks should not exceed the maximum volume stated in All relevant information regarding the bunkering operation is to be entered in No.2 starboard HFO storage tank filling valve OF517F
the company policy. High level alarms are set at 90% on all of the Oil Record Book on completion of loading. The information required to be No.2 port HFO storage tank filling valve OF518F
the fuel tanks. entered includes the date, time, quantity of oil transferred and the tanks used. Low sulphur HFO storage tank filling valve OF519F
h) Any bunker barges attending the vessel are to be safely moored
Note: The tank level alarm settings can be adjusted on the IAS panel to suit d) Open the required valve at the selected bunkering station as per
alongside before any part of the bunker loading operation begins.
operating conditions. the following table:
Frequent checks must be made of the mooring arrangements as
the bunker barge draught will change during bunkering.
Description Valve
i) Level alarms fitted to the bunker tanks should be tested prior Starboard forward HFO bunker filling valves OF511F
to bunker loading operations. Bunker tanks should not exceed OF509F
the maximum volume stated in the company policy. High level Port forward HFO bunker filling valves OF506F
alarms are set at 90% by the IAS level transmitter and 95%
Of508F
high high level alarms are activated by the float switches. The
forward storage HFO tank filling valves are set to automatically Starboard aft HFO bunker filling valve OF515F
shut when the 95% float switch is triggered. Port aft HFO bunker filling valve OF516F

564F 563F 539F 540F 527F 527F 541F 542F 534F 533F 519F 520F
To Sample OD OD
516F 506F OD OF
504F 508F OF OD
OF518F 506F 502F
OD OD
533F 532F
OL OL OL
557F 556F 555F
To/From Engine Room

No.5 Cofferdam
No.4 Cofferdam
No.3 Cofferdam
No.2 Cofferdam
No.1 Cofferdam
No.6 Cofferdam

Engine
Casing
SAMSUNG
Store (2m3/h)
OD534F
Cargo Electrical
OF OF OF OF
QGTC
OD OD OD OD
503F 509F 511F 501F
To Sample
Collector
537F 538F 523F 524F 513F 514F
562F 561F 535F 536F 521F 522F 541F 542F 532F 531F 511F 512F
Chain
Bosun Store
Locker
LAH LAH
PIAL
CM183 No.1a
Oil Tank
Heavy Fuel Oil
PI PI TIAHL No.1
CM179
Heavy Fuel Void
Lubricating Oil
Oil Tank
No.1
OF522F No.2
PI PI
TIAHL
CM178

Transfer Pumps
(80m3/h x 5.0 kg/cm2)

e) Establish effective communication between the control room, Procedure for Transferring Heavy Fuel Oil from a Forward e) Set up the valves as per the following table:
the engine room, the bunker manifold and the bunker barge Heavy Fuel Oil Storage Tank to an Engine Room Heavy Fuel
or shore station. This communication must remain open at all Position Description Valve
Oil Storage Tank
times. Open No.1F HFO storage tank suction valve OF507F
The forward HFO transfer pumps are used to transfer HFO from the No.1F and Closed No.1A HFO storage tank suction valve OF503F
f) Agree the filling rates, quantity and specification of the fuel to No.1A HFO storage tanks to the engine room storage tanks and settling tanks.
be supplied and agree on a signalling system with the barge or Open No.1 forward HFO transfer pump suction valve OF504F
The operation of the transfer pumps is manually controlled.
shore connection. Open No.1 forward HFO transfer pump discharge valve OF523F
The procedure described below has assumed that HFO is to be transferred from Closed No.2 forward HFO transfer pump suction valve OF505F
g) If possible, take meter readings on the barge or shore station No.1F HFO storage tank to the No.2 starboard HFO storage tank using the Closed No.2 forward HFO transfer pump discharge valve OF525F
supply line prior to commencing bunker transfer. No.1 forward HFO transfer pump. Closed Forward HFO transfer pump bypass valve OF522F
h) Signal to the shore station or barge to commence bunkering at a Closed Forward bunker line steam blowing valve OF526F
CAUTION
slow rate. Closed No.1F HFO storage tank filling valve OF502F
No transfer of fuel oil from the forward HFO storage tanks to the engine
room storage tanks should take place without approval from the bridge. Closed No.1A HFO storage tank filling valve OF501F
SAMSUNG
i) Check the bunker hose connections and pipeline for any leaks. The transfer of fuel from right forward to right aft can have a significant Closed Starboard forward HFO bunker filling valves OF511F
effect upon the vessel’s trim and stability. OF509F
j) Check that the fuel is flowing into the correct tank and not to
Closed Port forward HFO bunker filling valves OF506F
any other tank.
Prior to Transfer OF508F
k) Increase the bunkering rate to the agreed maximum. a) Prepare a plan for the oil transfer operation with regard to Closed Starboard aft HFO bunker filling valve OF515F
quantities involved and the locations to be transferred to. Closed Port aft HFO bunker filling valve OF516F
l) Ensure bunker sampling has commenced. Consideration must also be given to the trim/list conditions and Closed No.1 HFO transfer pump discharge valve to bunker OF011F
the timescales involved.
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main
m) As the level in the first storage tank approaches the amount Open No.2 starboard HFO storage tank filling valve OF517F
stated in the bunker plan, open the filling valve to the second b) Check the quantity of HFO in the storage tanks to be filled and
the quantity of HFO in the HFO forward tanks. Closed No.2 port HFO storage tank filling valve OF518F
tank fully and slowly close in the filling valve to the tank being
topped-off. Closed Low sulphur HFO storage tank filling valve OF519F
Note: Each transfer pump has a capacity of 80m3/h at a pressure of 5.0kg/cm2.
n) Fill the remaining tanks in the same way. For the final storage f) Ensure that the blanks on all the bunker connections are secure
tank the filling rate must be reduced by slowing the pumping c) Inform the deck department so that the loading conditions and and that all drain and sampling valves on the bunker manifolds
operation and this must be signalled to the barge or shore tank gauging can be monitored. are closed.
station.
d) Check the following items in the forward compartments prior to
starting the HFO transfer operation: Start Transfer Operation
o) When the final tank is full, the barge or shore station must be
signalled to stop pumping unless they have already done so. • Check that the local stop switches for the transfer pumps a) Fully open the No.1 forward HFO storage tank filling valve
have not been activated. OF502F. The No.1 forward HFO transfer pump can now be
p) Ensure that the sample containers are sealed and labelled started. Recirculate the pump discharge to the forward HFO
• Open the ventilation dampers and start the exhaust fan for storage tank while checking that the HFO temperature from the
correctly. the space. pump discharge is sufficient. Check the ammeter on the pump
q) When bunkering has finished and the lines have been blown • Carry out an inspection of the forward HFO transfer pumps motor starter for load.
through, close all bunker manifold and tank filling valves. and the compartment.
b) Following the start of the transfer pump, inspect it for any
• Ensure that the forward HFO transfer pump suction filters leaks or for any other problems. Check the motor for proper
r) Agree with the barge or shore connection on the quantity are clean.
supplied and then, if satisfied, sign the bunker receipt. operation.
• Ensure the temperature of the HFO in the forward storage
tank is sufficient for pumping. This should be approximately c) When ready for the discharge from the transfer pump to start
s) Disconnect the bunker hose and replace the blank.
35°C. flowing aft, close the filling valve OF502F on the forward HFO
• Check the steam supply and condensate return valves for the storage tank to stop the recirculation process.
tank heating.

OD534F
OD OD
533F 532F
OF527F
OD
MM190 MM168 MM218 MM220 MM192
519F 518F 517F
Port Diesel Oil

SAMSUNG
Vent Line
LCH
PP103
OD020F
Low Sulphur HFO LCH
Storage Tank PP102
LAHH (677.6m3)
MM223
Oil Service Tank
TIAHL (159.8m3) PP100 (153.9m )
3
PP098
OF
(145.1m3) MM051
006F
QGTC
LCL OF003F LCL
PP100 PP098
MM053 MM049 MM047 MM046 MM048 MM050
OF IAS
OF036F
OF007F AUTO MC
OD ST/SP PP099
OF002F PI PI
PI
PP101 ST/SP
No.2 HFO PI PI
Transfer Pump PI
(50m3/h x 4kg/cm2)
MC
OD PP104
OF 028F
AUTO
030F ST/SP
OF031F OF
029F
IAS IAS
OF028F
OD052F OD051F
Key LIAH
To No.4 HFO MM052
To No.2 HFO

d) Check that fuel oil is being correctly transferred from the No.1F When the transfer operations have been completed: Position Description Valve
HFO storage tank to the No.2 starboard HFO storage tank.
Closed HFO transfer pump discharge manifold cross- OF009F
d) Stop the ventilation fan and secure the ventilation dampers.
connection line isolation valve
e) The only way to test and verify that the forward HFO transfer
pump will automatically stop when the tank contents have e) Inspect the forward transfer pump(s) for any problems that may Open No.1 HFO transfer pump discharge valve to OF005F
reached 90%, is to simulate the level in the IAS. have occurred during the operation. starboard HFO settling tank
Closed No.1 HFO transfer pump discharge valve to bunker OF011F
Note: a) This function exists only on the port and starboard HFO storage f) Clean the strainer on the pump suction pipe as required. main
tanks but NOT on the low sulphur tank.
b) No alarm is given when the forward transfer pump is stopped. g) Check the level in the tanks involved in the transfer operation, d) Ensure that the blanks on all the bunker connections are secure
c) The high level alarm on the HFO storage tanks is activated at 90% volume verify the volumes transferred and make the necessary entry in and that all of the drain and sampling valves on the bunker
by the level transmitter and the high high level at 95% by the float switch. the Engine Room Log and Oil Record Book. manifolds are closed.
e) When ready, start the HFO transfer pump.

During the Transfer Operation Procedure for Transferring Heavy Fuel Oil from an Engine
SAMSUNG
a) Monitor the progress of the transfer operation and check the fuel Room Heavy Fuel Oil Storage Tank to a Heavy Fuel Oil f) Check that the fuel oil is being correctly transferred from the
is flowing only into the designated tank and not to any other Settling Tank Using the Heavy Fuel Oil Transfer Pump No.2 starboard HFO storage tank to the starboard HFO settling
tank(s). tank.
The engine room HFO transfer pumps can be set to automatically replenish
b) Perform a periodic inspection of the bunker pipeline over its the HFO settling tanks, as these tanks are equipped with high and low level g) When the required amount of fuel has been transferred, stop
entire length including where it is on the exposed deck and float switches which will act to start and stop the transfer pumps. When the the pump. Alternatively, the pump can be allowed to stop
inside the passageways. automatic system is to be used, the system valves must be lined-up and the automatically when the high level switch is activated by
transfer pump selector switch set to automatic operation. selecting automatic operation when the pump has been started.
c) Perform periodic inspections on the transfer pump throughout
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the transfer operation. The description below is for the manual transfer of fuel, but the procedure for h) Close all tank suction and filling line valves if the pump is not
automatic operation is the same when preparing the system. The procedure to be left operational in the automatic mode.
d) Stop the transfer operation before the receiving tank contents assumes that the HFO is to be transferred from the No.2 starboard HFO storage
reach 85% full. tank to the starboard HFO settling tank using the No.1 HFO transfer pump.
Low Sulphur Heavy Fuel Oil
a) Check the quantity of fuel oil in the starboard HFO settling tank
Note: Filling either the port or starboard engine room HFO storage tanks The burning of low sulphur fuel is a requirement when the ship is operating in
and determine how much fuel is to be transferred. Check the
until their 90% level transmitters (IAS) are activated will prevent any further a Sulphur Environmental Control Area (SECA). Prior to entering the SECA, all
use of both forward HFO transfer pumps because of the interlocks installed. quantity of fuel oil in the No.2 starboard HFO storage tank and
note the storage tank temperature. fuel systems must be purged of HFO and charged with MDO or LSHFO. The
Similarly, any ship movement with the tank contents near the 90% level will main and generator engines normally operate on HFO, so when in a SECA they
cause the transfer pump to stop in mid operation and without warning. must be operated on LSHFO or MDO. Normally LSHFO would be used.
b) Ensure the HFO transfer pump suction filter is clean.
Following the Transfer Operation c) Set up the valves as per the following table: There are no dedicated LSHFO settling or service tanks, so low sulphur fuel
will be required to replace the HFO in the port and starboard settling tanks.
a) When the required volume has been transferred, stop the transfer The changing over of both the port and starboard systems will maintain the
pump. Position Description Valve versatility of there being two independent systems for main engine, generator
Open No.2 starboard HFO storage tank quick-closing OF020F and auxiliary boiler operation. The adoption of this method will require the
b) Check the forward HFO transfer pump starter panel in the main outlet valve transferring and subsequent purification of the LSHFO to the port AND
switchboard room for confirmation that the pump has stopped. Closed HFO transfer pump suction manifold crossover line OF028F starboard systems.
The pump breaker can be switched to the OFF position, but the isolating valve
space heaters must stay powered. As the fuel modules for the port and starboard main engines and generators
Open No.1 HFO transfer pump suction valve OF029F
can take suction from the port or starboard HFO service tanks via a cross-
c) Open the discharge drain line valve in the forward compartment, Closed No.1 HFO transfer pump cross-connecting isolation OF031F
connection, it is also possible to change either the port OR starboard fuel
OF522F. Allow a suitable period of time for rundown of HFO valves to DO transfer pump OF007F system to LSHFO. This means that either the port or starboard HFO settling
from the pipelines, then close all of the filling and transfer Open No.1 HFO transfer pump discharge valve OF001F tank will need to be changed to LSHFO and the associated service tank filled
valves involved in the operation. from this via one of the centrifugal separators. As the boiler operates from the

OD534F
OD OD
533F 532F
OF527F
OD
MM190 MM168 MM218 MM220 MM192
519F 518F 517F
Port Diesel Oil

SAMSUNG
Vent Line
LCH
PP103
OD020F
Low Sulphur HFO LCH
Storage Tank PP102
LAHH (677.6m3)
MM223
Oil Service Tank
TIAHL (159.8m3) PP100 (153.9m )
3
PP098
OF
(145.1m3) MM051
006F
QGTC
LCL OF003F LCL
PP100 PP098
MM053 MM049 MM047 MM046 MM048 MM050
OF IAS
OF036F
OF007F AUTO MC
OD ST/SP PP099
OF002F PI PI
PI
PP101 ST/SP
No.2 HFO PI PI
Transfer Pump PI
(50m3/h x 4kg/cm2)
MC
OD PP104
OF 028F
AUTO
030F ST/SP
OF031F OF
029F
IAS IAS
OF028F
OD052F OD051F
Key LIAH
To No.4 HFO MM052
To No.2 HFO

port side fuel oil tanks, these would normally be the ones changed to LSHFO g) When the required amount of fuel has been transferred, stop the All three DO service tanks are equipped with high and low level alarms and
operation. pump. overflow to the HFO overflow tank. The DO service tanks are fitted with
quick-closing pneumatic outlet valves, incorporating a collapsible bridge and
Whichever method is adopted, it is essential that the entire fuel system for the The above procedure can also be used when transferring LSHFO to the operated from the emergency shut-off panel in the fire control station. The
engines and the associated tanks is purged of HFO and filled with LSHFO starboard HFO settling tank by opening and closing the relevant valves and valves must be reset locally after being tripped. The DO service tanks are also
before entering the SECA in order to comply with regulations. This means that using the No.1 HFO transfer pump. fitted with a self-closing test cock which is used to check for water; the test
the changeover procedure must start sufficiently early enough before entering cocks drain to the separated bilge oil tank.
the SECA.
Note: The instructions for changing over to low sulphur fuel should be used A DO transfer pump is located in the engine room at floor plate level and is used
as a guide only. When entering a SECA, the company policy and instructions to transfer DO between the starboard and port service tanks and to replenish
Procedure for Transferring Low Sulphur Heavy Fuel Oil from regarding the changing over to and using low sulphur fuel should be adhered the IGG service tank. The No.1 HFO transfer pump also has connections to the
the Low Sulphur Storage Tank to a Heavy Fuel Oil Settling to, as the vessel has no designated low sulphur fuel oil service or settling DO transfer lines which allows this pump to be used for DO transfer should the
Tank tanks. need arise. Blanks have been fitted in the cross-connecting lines which should
only ever be removed when the DO transfer pump is not available.
Bear in mind that the maximum LSHFO capacity is approximately 600mt.
The description below is for the manual transfer of LSHFO and assumes that
SAMSUNG
Even if the settling and service tanks were partially run down before The DO service tanks supply the main engine and generators on their respective
the fuel is to be transferred to the port HFO settling tank using the No.2 HFO
changing over to LSHFO to comply with the rules, it would take too long side of the vessel. The auxiliary boilers are supplied from the port service tank
transfer pump.
and there would exist the possibility of running out of LSHFO whilst still in and the incinerator from the starboard DO service tank. A cross-connection
the SECA. Company instructions are to change over to one side only, the port line between the outlets of the service tanks allows all of the consumers to be
a) Confirm that any remaining heavy fuel oil in the port HFO
tanks, and to run down the settling tank to 20% (30mt) and the service tank supplied from either tank.
settling tank has been drained or transferred back to a HFO
to 60% (91mt). On the basis that normal consumption at maximum speed is
storage tank.
around 7.75mt/h, it would take 42 hours to change over with a consumption Fuel in the IGG service tank is used to supply the gas combustion unit (GCU)
of 325mt. as well as the IGG unit.
b) Check the quantity of fuel oil in the LSHFO storage tank and
note the storage tank temperature.
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Marine Diesel Oil System The emergency generator has been equipped with a 7.0m 3 diesel oil storage
c) Ensure the HFO transfer pump suction filter is clean. tank located in the emergency generator room. The tank is independent of the
Diesel Oil (DO) is stored in three main DO service tanks that are listed as other MDO systems, so has to be filled from oil drums via a filling connection
d) Set up the valves as per the following table: follows: on ‘B’ deck immediately above the emergency generator room. The tank has a
local level gauge fitted and a low level switch that alarms through to the IAS
• Starboard DO service tank when activated. It also has a self-closing test cock that can be used to check for
• Port DO service tank the presence of water.
Open LSHFO storage tank quick-closing outlet valve OF022F
Closed No.2 port HFO storage tank quick-closing outlet OF021F • Inert gas generator (IGG) service tank
Diesel Oil System Tanks
valve
The port and starboard service tanks are located in the engine room on the 2nd
Closed HFO overflow tank outlet valve OF023F Compartment Capacities (m3)
deck aft of the HFO storage tanks on the outboard sides. The IGG DO service
Closed No.2 starboard HFO storage tank quick-closing OF020F tank is located on the 3rd deck aft of the low sulphur HFO tank. The main DO Starboard DO service tank 244.3m3
outlet valve service tanks are filled from the DO bunkering line with port and starboard Port DO service tank 285.0m3
Closed HFO transfer pump suction manifold crossover line OF028F connections at the bunker manifold stations located on the main deck, as Inert gas generator DO service tank 145.1m3
isolating valve shown in illustration 2.7.1a. The aft set of bunker connections are located at the Emergency diesel generator DO service tank 7.0m3
Open No.2 HFO transfer pump suction valve OF030F accommodation block and two sets of forward connections are located adjacent
Closed HFO transfer pump discharge manifold cross- OF009F to the No.3 cargo tank. Procedure for Loading Diesel Oil from a Shore Connection or
connection line isolation valve a Barge
The DO bunker main is equipped with a relief valve which protects the system
Open No.2 HFO transfer pump discharge valve OF002F
from over-pressure. The valve, OD534F, is located on the starboard side aft The precautions and organisation for loading DO should be followed, as
Open Port HFO settling tank inlet valve OF006F and connects the bunker main directly to the starboard DO service tank. The described for HFO. The DO service tanks should be checked to ensure there is
valve is set to open at 4.5kg/cm2. The filling valves for the DO service tanks sufficient capacity for the diesel oil to be loaded.
e) When ready, start the HFO transfer pump. and IGG DO service tank are remotely operated through the IAS in the engine
control room.
f) Check that the fuel oil is being correctly transferred from the
LSHFO storage tank to the port HFO settling tank.

564F 563F 539F 540F 527F 527F 541F 542F 534F 533F 519F 520F
To Sample OD OD
516F 506F OD OF
504F 508F OF OD
OF518F 506F 502F
OD OD
533F 532F
OL OL OL
557F 556F 555F
To/From Engine Room

No.5 Cofferdam
No.4 Cofferdam
No.3 Cofferdam
No.2 Cofferdam
No.1 Cofferdam
No.6 Cofferdam

Engine
Casing
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Store (2m3/h)
OD534F
Cargo Electrical
OF OF OF OF
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OD OD OD OD
503F 509F 511F 501F
To Sample
Collector
537F 538F 523F 524F 513F 514F
562F 561F 535F 536F 521F 522F 541F 542F 532F 531F 511F 512F
Chain
Bosun Store
Locker
LAH LAH
PIAL
CM183 No.1a
Oil Tank
Heavy Fuel Oil
PI PI TIAHL No.1
CM179
Heavy Fuel Void
Lubricating Oil
Oil Tank
No.1
OF522F No.2
PI PI
TIAHL
CM178

Transfer Pumps
(80m3/h x 5.0 kg/cm2)

Note: The DO bunker main is equipped with a relief valve which protects the g) Agree the filling rates, quantity and specification of the fuel to Procedure for the Transfer of Diesel Oil Using the Diesel Oil
system from over-pressure. The valve, OD534F, is located on the starboard be supplied and agree on a signalling system with the barge or Transfer Pump
side aft and connects the bunker main directly to the starboard DO service shore connection.
tank. The valve is set to open at 4.5kg/cm2. Diesel oil can be transferred from the starboard and port DO service tanks using
h) If possible, take meter readings on the barge or shore station the DO transfer pump. The procedure detailed below describes the transfer of
a) Remove the blank fitted at the bunker connection and connect supply line prior to commencing bunker transfer and dip the DO from the starboard service tank to the IGG service tank.
the bunkering hose, ensuring the joint used is not damaged. DO tanks using a little water-finding paste to ensure no water is
Containers for the samples must be prepared and in place before present in the fuel. a) Check and note the level of fuel in the starboard DO service tank
the bunkering operation begins. Oil spill response kits must be and the IGG DO service tank. Determine the quantity of fuel to
in place as per company instructions. i) Signal to the shore station or barge to commence bunkering at a be transferred.
slow rate.
b) Ensure the blanks on the other bunker connections are secure b) Check that the crossover blanks connecting the DO transfer
and the valves are closed. Ensure that all the drain and sampling j) Check the bunker hose connections and pipeline for any leaks. pump to No.1 HFO transfer pump are fitted and that the
valves are closed. The bunker station save-alls should be empty isolating valves are closed.
with the drain valves closed or drain plugs in position. Drain k) Check that the fuel is flowing into the correct tank and not to
SAMSUNG
valves are fitted in the forward bunker save-alls and drain plugs any other tank. c) Ensure that the DO transfer pump suction filter is clean.
to the aft bunker save-alls. It is recommended that the drain
valves on the bunker save-alls are operated on a regular basis to l) Increase the bunkering rate to the agreed maximum. d) Set the system valves as per the following table:
ensure they can be opened in the event of an emergency. Drain
plugs should be removed and greased to ensure that they do not m) Ensure bunker sampling has commenced. Position Description Valve
seize-up in position. Open Starboard DO service tank quick-closing outlet OD020F
n) As the level in the first service tank approaches the amount valve
c) Open the correct filling valves for the tanks to be bunkered: stated in the bunker plan, open the filling valve to the second
Open Starboard DO service tank suction line valve OD051F
tank fully and slowly close in the filling valve to the tank being
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topped-off. Closed Port DO service tank suction line valve OD052F
Description Valve
Closed No.1 HFO transfer pump cross-connection OF031F
Starboard service tank filling valve OD531F suction valve
o) Fill the remaining tanks in the same way. For the final service
Port service tank filling valve OD533F Open DO transfer pump suction valve OD028F
tank the filling rate must be reduced by slowing the pumping
Inert gas generator DO service tank filling valve OD532F operation and this must be signalled to the barge or shore Open DO transfer pump discharge valve OD001F
station. Closed No.1 HFO transfer pump cross-connection OF007F
d) Ensure that the DO transfer pump discharge line valve OD003F discharge valve
is closed. p) When the final tank is full, the barge or shore station must be
Open DO transfer pump discharge line valve OD003F
signalled to stop pumping unless they have already done so.
Closed Starboard DO service tank filling valve OD531F
e) Open the required valve at the selected bunkering connection:
q) Ensure that the sample containers are sealed and labelled Closed Port DO service tank filling valve OD533F
Description Valve correctly. Open IGG DO service tank filling valve OD532F
Starboard forward DO bunker filling valves OD501F
r) When bunkering has finished and the lines have been drained, e) Ensure that the blanks on all the bunker connections are secure
OD503F close all of the bunker manifold and tank filling valves and open and that all drain and sampling valves on the bunker manifolds
Port forward DO bunker filling valves OD502F the DO transfer pump discharge line valve, OD003F. are closed.
OD504F
Starboard aft DO bunker filling valve OD505F s) Agree with the barge or shore connection the quantity supplied f) Start the DO transfer pump and check that diesel oil is being
Port aft DO bunker filling valve OD506F and then, if satisfied, sign the bunker receipt. pumped to the IGG DO service tank from the starboard DO
service tank. When the required quantity has been transferred,
f) Establish effective communication between the control room, t) Disconnect the bunker hose and replace the blank. stop the transfer pump.
the engine room, the bunker manifold and the bunker barge
or shore station. This communication must remain open at all u) Record the details in the Oil Record Book. g) Close all the system valves.
times.
h) Record the details in the Engine Room Log.

OD534F
OD OD
533F 532F
OF527F
OD
MM190 MM168 MM218 MM220 MM192
519F 518F 517F
Port Diesel Oil

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Vent Line
LCH
PP103
OD020F
Low Sulphur HFO LCH
Storage Tank PP102
LAHH (677.6m3)
MM223
Oil Service Tank
TIAHL (159.8m3) PP100 (153.9m )
3
PP098
OF
(145.1m3) MM051
006F
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LCL OF003F LCL
PP100 PP098
MM053 MM049 MM047 MM046 MM048 MM050
OF IAS
OF036F
OF007F AUTO MC
OD ST/SP PP099
OF002F PI PI
PI
PP101 ST/SP
No.2 HFO PI PI
Transfer Pump PI
(50m3/h x 4kg/cm2)
MC
OD PP104
OF 028F
AUTO
030F ST/SP
OF031F OF
029F
IAS IAS
OF028F
OD052F OD051F
Key LIAH
To No.4 HFO MM052
To No.2 HFO

Procedure To Transfer Diesel Oil from a Diesel Oil Service e) Stop the transfer pump and reset the system valves according to
Tank to the Inert gas Generator Diesel Oil Service Tank Using the following table:
the Heavy Fuel Oil Transfer Pump
If the DO transfer is not available for some reason, DO can be transferred to the Closed No.1 HFO transfer pump suction valve from the OF029F
IGG service tank or between the DO service tanks using the No1. HFO transfer HFO storage tanks
pump. The procedure below describes the transfer of fuel from the port DO Closed DO transfer pump suction valve OD028F
service tank to the IGG DO service tank. Open Transfer pump suction manifold crossover valve OF031F
Open Port DO service tank quick-closing outlet valve OD021F
a) Check and note the quantity of fuel in the IGG DO service tank
and the port DO service tank. Determine the quantity of fuel to Open Port DO service tank suction line valve OD052F
be transferred. Closed Starboard DO service tank suction valve OD020F
Closed Starboard DO service tank suction line valve OD051F
Before using the HFO transfer pump, the HFO lines and pump must be flushed Closed DO transfer pump discharge valve OD001F
through with DO to a HFO tank. Proceed as follows:
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Open Transfer pump discharge crossover valve OD007F
b) Ensure the No.1 HFO transfer pump suction filter is clean. Closed No.1 HFO transfer pump discharge valve OF001F
Closed Starboard HFO settling tank filling valve OF005F
c) Remove the blanks fitted in the suction and discharge crossover Closed No.1 HFO transfer pump discharge line valve to OF011F
lines between the No.1 HFO transfer pump and the DO transfer the bunkering main
pump, then set the system valves in accordance with the Open DO transfer pump discharge line valve OD003F
following tables: Open IGG DO service tank filling valve OD532F
Closed Starboard DO service tank filling valve OD531F
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Closed Port DO service tank filling valve OD533F
Closed No.1 HFO transfer pump suction valve from the OF029F
HFO storage tanks f) Ensure that the blanks on all the DO bunker connections are
Closed DO transfer pump suction valve OD028F secure and that all of the drain and sampling valves on the
Open Transfer pump suction manifold crossover valve OF031F bunker manifolds are closed.
Open Port DO service tank quick-closing outlet valve OD021F
Open Port DO service tank suction line valve OD052F g) Start the No.1 HFO transfer pump and check that DO is being
transferred correctly from the port DO service tank to the IGG
Closed Starboard DO service tank suction valve OD020F
DO service tank. When the required quantity of fuel has been
Closed Starboard DO service tank suction line valve OD051F transferred, stop the transfer pump.
Closed DO transfer pump discharge valve OD001F
Closed Transfer pump discharge manifold crossover OD007F h) Close all of the system valves and replace the blanks in the
valve suction and discharge crossover lines between the No.1 HFO
Open No.1 HFO transfer pump discharge valve OF001F transfer pump and the DO transfer pump.
Open Starboard HFO settling tank filling valve OF005F
i) Record the fuel transfer in the Engine Room Log Book.
Closed No.1 HFO transfer pump discharge line valve to OF011F
the bunkering main
Closed HFO transfer pump discharge manifold crossover OF009F
valve
d) Start the No.1 HFO transfer pump and allow the pump to run for
approximately 20 seconds. This will clear the pump, filter and
pipework of HFO, discharging the HFO and then MDO to the
starboard HFO settling tank.

Illustration 2.7.2a Heavy Fuel Oil and Diesel Oil Separation System
From Incinerator Diesel Oil Return
From No.3/4 Generator Engines Diesel Oil Return (Port) From No.1/2 Generator Engines Diesel Oil Return (Starboard)
From No.3/4 Generator Engines Heavy Fuel Oil Return (Port) From No.1/2 Generator Engines Heavy Fuel Oil Return (Starboard)
From No.2 Main Engine Heavy Fuel Oil Return (Port) From No.1 Main Engine Heavy Fuel Oil Return (Starboard)
Port Diesel Port Heavy Port Heavy Starboard Starboard Starboard
Oil Service Fuel Oil Fuel Oil From Auxiliary Boiler Fuel Oil Return Heavy Fuel Oil Heavy Fuel Oil Diesel Oil
Tank (285m3) Service Tank Settling Tank Key Settling Tank Service Tank Service
(159.8m3) (153.9m3) (153.9m3) (159.8m3) Tank (244.3m3)
OD024F OF053F OF051F Marine Diesel Oil OF050F OF052F OD023F
Heavy Fuel Oil

Cross-Connection between DO Service Tanks Cross-Connection between DO Service Tanks To Incinerator
To Auxiliary Boiler Electrical Signal Diesel Oil
Fuel Oil Service Service Pump
OF098F OF099F
To No.2 Main Engine, To No.1 Main Engine,
No.3/4 Generator No.1/2 Generator
Engines Fuel Oil OF097F OF080F Engines Fuel Oil
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Service (Port) Service (Starboard)
To No.3/4 Generator To No.2 Main To No.1 Main To No.1/2 Generator
Engines Fuel Engine Fuel Oil Engine Fuel Oil Engines Fuel Oil
Oil Service (Port) Service (Port) Service (Starboard) Service (Starboard)
OF068F OF066F
To Auxiliary Boiler
Fuel Oil Service
To No.1 Heavy Fuel
To No.2 Heavy Fuel Oil Transfer Pump
Oil Transfer Pump OF OF OF OF OF404F Suction for Tank Empty
Suction for Tank Empty OF405F 117F 116F 107F 108F
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OD OD OD OD
103F 102F 100F 101F
No.4 No.3 No.1 No.2

Heavy Fuel Oil Heavy Fuel Oil Heavy Fuel Oil Heavy Fuel Oil
Purifier Heater Purifier Heater Purifier Heater Purifier Heater
TI TI TI TI TI TI TI TI
OF OF
OF118F OF120F
125F 123F
To Fuel Oil To Fuel Oil To Fuel Oil To Fuel Oil
MT MT MT MT
Overflow Overflow Overflow Overflow
Drain Tank PT PI PT
Drain Tank PT PI PT PI PT PT
Drain Tank PI PT PT
Drain Tank
From Port TT TT TT TT
From Starboard
Diesel Oil Diesel Oil
Settling / Storage Tank Settling / Storage Tank
TIAH TIAH TIAH TIAH
(See Illustration 2.7.1b) MM016 MM015 MM229 MM230 (See Illustration 2.7.1b)
OD031F MI No.4 Heavy No.3 Heavy No.1 Heavy No.2 Heavy MI OD030F
No.4 No.2
PP138 Fuel Oil Fuel Oil Fuel Oil Fuel Oil PP133
MI MI MI MI
PI PI Purifier MM232
PI PT Purifier MM231
PI PT PI PT
MM087
Purifier PI PT
MM088
Purifier PI PI
OF063F OF110F OF101F OF059F

OF111F To Purifier To Purifier OF102F
PI PI OF403F ZS ZS OF402F OF400F ZS ZS OF401F PI PI
Start Interlock Start Interlock

MI No.3 MI No.1
PP137 PP132
Port Fuel / Lubricating Oil Purifier Starboard Fuel / Lubricating Oil Purifier
4th Deck (P) 4th Deck (S)
Heavy Fuel Oil Purifier Common Sludge Tank (18.2m3) Common Sludge Tank (18.2m3) Heavy Fuel Oil Purifier
Feed Pumps (5.8m3/h x 2.5kg/cm2) Feed Pumps (5.8m3/h x 2.5kg/cm2)

2.7.2 Heavy Fuel Oil and Diesel Oil Separating HFO to the respective service tank so that it can be used in the main engines controlled changeover valve recirculates the HFO back to the settling tank until
System and generators. the separator operates. On the clean fuel outlet side of the separator a pressure
transmitter measures the oil outlet pressure and a water transducer measures
Fuel Oil Separator One separator on each side can also be used to purify diesel oil (DO) if required, the water content of the oil.
Manufacturer: Alfa Laval by drawing from the DO service tank on the separator’s respective side of the
vessel and returning the ‘clean’ DO to the same service tank. A regulating valve allows for the manual regulation of the back-pressure in the
No. of sets: 4
clean oil outlet. On the water discharge side a pressure transmitter measures
Capacity: 5.8m3/h Each separator is provided with a feed pump, fuel oil heater and control panel. the pressure in the water drain outlet. All transmitters send their signals to the
Model: SA871 The separators are of the self-cleaning type and the bowls automatically open control unit.
Bowl speed: 6,120 rpm to discharge sludge on timed cycles. An 18.2m3 sludge tank has been provided
Separating temperature: 98°C immediately below the separator modules on each side of the vessel for the When operating as a clarifier, the system operates on the ALCAP principle
collecting of the sludge. which reacts to an increase in water content in the clean oil discharge. The
Oil inlet pressure: 2 bar maximum at inlet EPC-50 control unit provides for the removal of water from the separator
Oil outlet pressure: 2.5 bar maximum Emergency stop pushbuttons have been provided immediately outside each bowl by opening the drain valve or via the discharge ports in the bowl during
Operating water: 2.0 bar minimum pressure, 6.0 bar maximum of the separator rooms for stopping the separators, feed pumps and fans in an a sludge discharge. The large bowl size, longer discharge interval and accurate
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Operating water: 5°C minimum temperature, 55°C maximum emergency. control of the discharge process, reduces the loss of oil during the sludge
discharge operation.
Working air pressure: 5.0 bar minimum pressure, 7.0 bar maximum
Motor: 440V, 26.5kW at 3,520 rpm The Separator System The method of water removal is selected by the EPC-50 depending upon the
Controller: EPC 50 water content. Initially the drain valve is opened to remove water. If the water
Liquid mixtures and solid/liquid mixtures can be separated by two methods, content still increases, the drain valve reopens. After five openings of the
the gravity field of a settling tank or the centrifugal field of a separator bowl. drain valve a sludge discharge cycle is initiated. If the water content of the
Fuel Oil Separator Feed Pump
Both systems rely on the product components having different densities. Since oil discharge returns to normal after the sludge discharge, then the separator
Manufacturer: Taiko Kikai Industries Co. Ltd. the centrifugal force of a separator is considerably more effective than the operation returns to normal. A sludge discharge takes place normally at preset
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No. of sets: 4 gravity field of a settling tank, it is usual practice to favour the centrifugal time intervals.
Model: NHG-6MA force method. The heated dirty oil enters the separator and the centrifugal
Type; Horizontal gear, motor-driven force created by the rotating bowl causes the liquid mixture to separate into its The separator is controlled locally from the control cabinet. A selector switch
different constituents within the disc stack. Centrifugal separation is improved allows for manual (MAN), automatic (AUT) or cleaning (CIP) modes.
Capacity: 5.8m3/h at 2.5kg/cm2 when the difference in relative density between the fuel, water and solids in
Motor: 440V, 2.2kW at 1,200 rpm the fuel are as great as possible. The difference in relative densities can be In automatic mode the EPC-50 has control of the feed pump, heater and
increased if the temperature of the fuel being treated is raised. Manufacturer’s vibration monitor; a cover interlock is fitted which prevents operation should
recommendations with respect to operating temperatures should always the cover not be correctly fitted. With the switch in the CIP (Cleaning in Place)
Heavy Fuel Oil Separator Heaters
be followed. The temperature of the HFO flowing to the separators can be position it is possible to fit and operate the cleaning equipment
Manufacturer: DongHwa Entec adjusted by the thermostat control on the heater control unit, but is normally
No. of sets: 4 set at 98°C.
WARNING
Model: Tube
Care must be taken when operating the separator system. Hot oil and
Type: Electric The ALCAP System steam are present and can result in serious injury if leakage occurs.
Capacity: 135kW There is a fire risk from the presence of hot oil and all precautions
Flow rate: 5.8m3/h The SA871 separator can operate as a clarifier or purifier with ‘clean’ oil must be taken to prevent a fire and to deal with any outbreak. The
leaving the unit through the oil outlet, while the water and sludge accumulate extinguishing system must be checked frequently.
at the periphery of the separator bowl. When operating as a purifier, a gravity
Introduction disc is fitted and water is discharged continuously from the separator as it is
CAUTION
removed from the feed oil. When operating as a clarifier, no gravity disc is
fitted and the separated water accumulates at the periphery of the separator Centrifuges operate on an automatic sludging system, but failure of the
The fuel oil purifying system comprises four identical centrifugal separators,
bowl. system to effectively discharge sludge can cause overload and subsequent
two of which are arranged on each side of the engine room on the 4th deck
breakdown of the bowl arrangement which rotates at high speed. After
level. The separators normally operate to purify heavy fuel oil (HFO), with
Control of the separator is via an EPC-50 electronic control unit which manual cleaning, care is needed to ensure that the bowl is assembled
each pair taking HFO from the settling tank on their respective side and
supervises the separation system. At the inlet to the unit a temperature correctly, as incorrect assembly can result in disintegration at high
filling the service tank on the same side of the vessel. Under normal operating
transmitter measures the oil temperatures and signals the control unit. A rotational speed. All operating and maintenance precautions stipulated
conditions, only one separator will be operating on each side to provide ‘clean’
pressure transmitter provides an inlet pressure signal and a pneumatically by the manufacturer in the maintenance manual must be observed.

Illustration 2.7.2b Heavy Fuel Oil Separator Control Panel
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Emergency
Stop
OP
Selector
TT PT MT PT
Switch
1 1 4 4 HEATER
5 5 SEPARATION
MAN. PT
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15 15 10
STOP
CIP AUT.
Separator Feed Pump
EPC 50
DISCHARGE
INFO
OP ACTIVE
- + ENTER
ALARM

The separator operates in the total solids ejection mode, which means that the Compressed air is supplied to the separators to control the supply of oil to Starboard HFO System
bowl opens fully and ejects the entire bowl contents before the bowl is closed the bowl and the automatic discharge facility, while domestic fresh water is
and the separating process begins again. supplied for sealing and flushing purposes. Position Description Valve
Open Starboard HFO settling tank quick-closing suction OF050F
Water in the fuel passing to the service tank can cause engine operating The HFO supply pumps have a discharge crossover valve which allows either valve
problems, particularly for the diesel generator engines. The separators are feed pump to supply either separator. Closed Starboard HFO settling tank line valve to HFO OF099F
recommended to operate as clarifiers when the specific gravity of the HFO settling/service tank crossover line
exceeds 0.991 at 15°C. When operating as a purifier it is essential that the The electric heaters maintain a constant temperature of 98ºC for optimum
Closed Starboard HFO settling tank line valve to the No.1 OF404F
gravity disc used is correct for the specific gravity of the fuel oil being purified. purification. From the heater the HFO is pumped into the separator and after
HFO transfer pump
Water and sludge discharged from the separator is collected in the common purification the oil is discharged to the HFO service tanks.
Closed Starboard HFO settling tank line valve to the No.1 OF066F
FO/LO purifier sludge tank; one sludge tank being located on each side of the
main engine and No.1 and No.2 generator engines
engine room. The oil flow rate through the separator is regulated by a valve in CAUTION
the delivery line from the feed pump to the purifier, with excess fuel returning Open No.1 HFO separator feed pump suction valve OF058F
Centrifuges operate on an automatic sludging system, but failure of the
to the settling tank via a spring-loaded valve. system to effectively discharge sludge can cause overload and subsequent Open No.1 HFO separator feed pump discharge valve OF100F
breakdown of the bowl arrangement which rotates at high speed. After Closed No.2 HFO separator feed pump suction valve OF059F
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Control Unit for the Alfa Laval Separator manual cleaning, care is needed to ensure that the bowl has been Closed No.2 HFO separator feed pump discharge valve OF101F
assembled correctly, as incorrect assembly can result in disintegration at Closed No.2 HFO separator feed pump suction valve from OD030F
The EPC-50 control unit is used for the automatic ejection control and high speed. All operating and maintenance precautions stipulated by the starboard DO service tank
condition monitoring of the fuel oil separator. It controls starting, separation, manufacturer in the maintenance manual MUST be observed.
Closed Separator feed pump discharge crossover valve OF102F
sludge discharge and stopping sequences.
Operational Spring-loaded return valve to starboard HFO
Preparation for the Operation of the Heavy Fuel Oil Purifying settling tank
The separation process is continuously monitored via input signals from the System
sensors and an alarm will sound if preset values are exceeded. Open No.1 HFO separator heater inlet valve OF118F
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The following description has assumed that: Set No.1 HFO separator flow regulating valve
The front panel of the EPC-50 unit provides a display, pushbuttons for feed Closed No.2 HFO separator recirculation valve to the OF108F
pump and separator stop/starts, a CIP/MAN/AUT selector switch and an HFO settling tank
1) The No.1 HFO purifier and the No.1 HFO purifier supply pump
emergency stop button. In addition to the control panel the control system Closed No.2 HFO separator discharge valve to the HFO OF107F
are to be used for purifying fuel oil from the starboard HFO
comprises all the complete line fittings incorporating electrical components service tank
settling tank to the starboard HFO service tank.
which are controlled or monitored by the control unit, which include:
Closed No.2 HFO separator discharge valve to the OD100F
• Dirty oil connection starboard DO service tank
2) The No.3 HFO purifier and the No.3 HFO purifier supply pump Closed No.2 HFO separator recirculating valve to the OD101F
• Sealing water connection are to be used for purifying fuel oil from the port HFO settling starboard DO service tank
• Operating water connection tank to the port HFO service tank.
Operational Three-way recirculation valve
• Circuit and water discharge valve a) Ensure that the HFO settling tanks contain sufficient HFO to Open No.1 HFO separator outlet valve
• Water sensor enable the separators to function correctly. Set No.1 HFO separator discharge pressure regulating
• Thermometer for monitoring the dirty oil temperature valve
b) Check and record the level of oil in all of the fuel tanks.
Open No.1 HFO separator discharge valve to the OF400F
• A klaxon for sounding an audible alarm starboard sludge tank
c) Sludge the tanks by opening the settling tank isolating valves
(OF439F starboard and OF431F port) and operate the self- Closed No.2 HFO separator discharge valve to the OF401F
Software assignment for a each separator is carried out in the factory using a
closing test cock (OF440F starboard and OF432F port). Close starboard sludge tank
password function. Any alterations to the set parameters should only be carried
out by a person authorised to make such changes. the isolating valves again when all of the water has been
drained. Note: The fuel oil separators are fitted with an electrical interlock that will
The HFO separators require compressed air and fresh water supplies for prevent them from being started if the separator discharge valve to the sludge
control and bowl operation/flushing. Supply systems for these are covered in d) Open the control air valve and operating fresh water supply tank is closed.
the relevant control air system and fresh water sections of this manual. valves to the separator systems and ensure there is power
available to the separator control systems.
e) Set up the valves in accordance with the following tables:

Illustration 2.7.2a Heavy Fuel Oil and Diesel Oil Separation System
(159.8m3) (153.9m3) (153.9m3) (159.8m3) Tank (244.3m3)
Heavy Fuel Oil

Cross-Connection between DO Service Tanks Cross-Connection between DO Service Tanks To Incinerator
OF098F OF099F
SAMSUNG
OF068F OF066F
To Auxiliary Boiler
Fuel Oil Service
To No.1 Heavy Fuel
QGTC
OD OD OD OD
103F 102F 100F 101F
No.4 No.3 No.1 No.2

OF OF
OF118F OF120F
125F 123F
MT MT MT MT
Drain Tank PT PI PT
Drain Tank PI PT PT
Drain Tank
From Starboard
TIAH TIAH TIAH TIAH
No.4 No.2
MI MI MI MI
PI PT PI PT
MM087
Purifier PI PT
MM088
Purifier PI PI


MI No.3 MI No.1
PP137 PP132

Port HFO System h) Check the separator gearbox oil level is satisfactory, if necessary The heater outlet three-way temperature controlled valve will change position
top-up with the correct grade of oil. and allow oil to flow to the separator. Purified HFO will flow from the separator
Position Description Valve to the HFO service tank.
Open Port HFO settling tank quick-closing suction valve OF051F i) Supply trace heating steam by opening the necessary steam and
Closed Port HFO settling tank line valve to HFO settling/ OF098F condensate valves. f) Check that the separator is operating correctly with adequate
service tank crossover line throughput and that there is no vibration.
Closed Port HFO settling tank line valve to the No.2 HFO OF405F j) Ensure that control air is available for operating the three-way
transfer pump feed oil valve and the other control functions. The separator will operate continuously, sludging the bowl on a timed basis.
Discharge of the sludge takes place at preset intervals or when water discharge
Closed Port HFO settling tank line valve to the No.2 main OF068F
k) Open the fresh water supply to the purifiers (see Section in the oil outlet line is detected by a sensor. When the separator has settled
engine and No.3 and No.4 generator engines
2.14.1). down, change the mode switch to AUTO.
Open No.3 HFO separator feed pump suction valve OF062F
Open No.3 HFO separator feed pump discharge valve OF109F g) Operating information can be displayed for various parameters
Closed No.4 HFO separator feed pump suction valve OF063F
Procedure for Operating the Heavy Fuel Oil Separator by pressing the + pushbutton until the desired parameter is
Closed No.4 HFO separator feed pump discharge valve OF110F shown on the display.
SAMSUNG
a) Supply electrical power to the EPC-50 starter panel and set the
Closed No.4 HFO separator feed pump suction valve from OD031F mode selection to MAN. The first start-up of the separator must
starboard DO service tank always be made manually. Press the SEPARATION pushbutton Automatic Operation
Closed Separator feed pump discharge crossover valve OF111F to activate the EPC-50. The system can be run automatically after the first manual start-up. For
Operational Spring-loaded return valve to the starboard HFO automatic operation the steps below are carried out replacing steps from item
settling tank b) Ensure that power is available, then start the separator HFO feed a) above.
pump by pressing the pump start pushbutton. Oil will bypass
Open No.3 HFO separator heater inlet valve OF123F
the separator, returning to the settling tank through the three- a) Turn the mode selector switch to the AUT position.
Set No.3 HFO separator flow regulating valve way control valve and recirculating valve. The oil flow can be
QGTC
Closed No.4 HFO separator recirculation valve to the OF117F read from the panel display. If necessary set the desired flow by b) At the operator panel, press the SEPARATION pushbutton to
HFO settling tank means of the regulating valve. start the separation process.
Closed No.4 HFO separator discharge valve to the HFO OF116F
service tank c) Check the HFO heater setting on the heater control panel c) Answer the questions indicated on the display by pressing the +
Closed No.4 HFO separator discharge valve to the OD102F (normally 98°C) and switch on the electric heater by pressing pushbutton for YES or the - pushbutton for NO.
starboard DO service tank the HEATER pushbutton.
Closed No.4 HFO separator recirculation valve to the OD103F d) When the questions have been answered satisfactorily,
starboard DO service tank CAUTION an automatic system calibration is carried out, and when
Operational Three-way recirculation valve Before operating a separator, a second check must be made to ensure this is successful the separation process will start and run
that all of the valves have been lined-up correctly for the separator, automatically.
Open No.3 HFO separator outlet valve
heater and pump, as well as the settling and service tanks.
Set No.3 HFO separator discharge pressure regulating
Note: The manufacturer’s manual covering the operation of the separation
valve
d) Before the separator can be started the display asks a number of system must be consulted regarding operation of the system and the operator
Open No.3 HFO separator discharge valve to the OF402F questions which must be answered. A YES answer is indicated panel display parameters. No part of the operating control system or the
starboard sludge tank by pressing the + pushbutton and a NO answer by pressing the parameters must be changed without good reason, consulting the manual and
Closed No.4 HFO separator discharge valve to the OF403F - pushbutton. When all of the questions have been answered, the authority of the engineer officer in charge.
starboard sludge tank press the SEPARATOR START button. The separator unit will
now run up to full working speed. Check for excessive vibration
For each of the separator systems: Procedure to Stop the Separator
during the speed increase period. The speed of the separator
during the run-up period will be displayed on the LCD screen.
f) Ensure that the separator bowl has been assembled correctly and a) Switch off the electric heater and shut the steam supply and
that the bowl and cover are secure. condensate valves to the trace heating system for the HFO lines,
e) When the separator has reached the correct speed and the oil is
see Sections 2.2 and 2.3.
at the required temperature of 98°C, press the SEPARATION
g) Check that the separator brake is off and that the separator bowl pushbutton to start the separation process.
is free to rotate. b) Stop the purification process by pressing the SEPARATION
pushbutton on the operator panel. The stop sequence will be

Illustration 2.7.2c Diesel Oil Separation System

(159.8m3) (153.9m3) (153.9m3) (159.8m3) Tank (244.3m3)
Heavy Fuel Oil

To Incinerator
OF098F OF099F
SAMSUNG
OF068F OF066F
To Auxiliary Boiler
Fuel Oil Service
To No.1 Heavy Fuel
QGTC
OD OD OD OD
103F 102F 100F 101F
No.4 No.3 No.1 No.2

OF OF
OF118F OF120F
125F 123F
MT MT MT MT
Drain Tank PT PI PT
Drain Tank PI PT PT
Drain Tank
From Starboard
TIAH TIAH TIAH TIAH
No.4 No.2
MI MI MI MI
PI PT PI PT
MM087
Purifier PI PT
MM088
Purifier PI PI


MI No.3 MI No.1
PP137 PP132

initiated and a bowl sludge discharge initiated. The separator Starboard DO System Port DO System
will commence the shutdown sequence and then stop.
Position Description Valve Position Description Valve
c) Shut off the operating water supply valve. Open Starboard DO service tank quick-closing outlet OD020F Open Port DO service tank quick-closing outlet valve OD021F
valve Closed Port HFO settling tank quick-closing suction valve OF051F
Allow the HFO supply pump to continue circulating fuel through the heater Closed Starboard HFO settling tank quick-closing suction OF050F Closed Port HFO settling tank line valve to HFO settling/ OF098F
and back to the settling tank for approximately one hour to prevent ‘coke’ valve service tank crossover line
build-up in the heater. Closed Starboard HFO settling tank line valve to HFO OF099F Closed Port HFO settling tank line valve to No.2 HFO OF405F
settling/service tank crossover line transfer pump
d) Stop the separator HFO supply pumps and close the settling
Closed Starboard HFO settling tank line valve to No.1 OF404F Closed Port HFO settling tank line valve to the No.2 main OF068F
tank outlet valves, OF050F on the starboard tank and OF051F HFO transfer pump
on the port tank. engine and No.3 and No.4 generator engines
Closed Starboard HFO settling tank line valve to the No.1 OF066F Closed No.3 HFO separator feed pump suction valve OF062F
main engine and No.1 and No.2 generator engines
e) When shutting down the No.2 and No.4 separators, close the Closed No.3 HFO separator feed pump discharge valve OF109F
separator discharge valves to the HFO service tanks, OF107F Closed No.1 HFO separator feed pump suction valve OF058F
SAMSUNG
and OF116F respectively. Close the recirculating line valves to Closed No.1 HFO separator feed pump discharge valve OF100F
the HFO settling tanks, OF108F and OF117F respectively. Open No.4 HFO separator feed pump discharge valve OF110F
Open No.4 HFO separator feed pump suction valve from OD031F
Open No.2 HFO separator feed pump discharge valve OF101F port DO service tank
f) When the separator(s) have stopped, switch off the power to
the separator motor and dismantle the separator for cleaning as Open No.2 HFO separator feed pump suction valve from OD030F Closed Separator feed pump discharge crossover valve OF111F
required. starboard DO service tank
Operational Spring-loaded return valve to port HFO settling
Closed Separator feed pump discharge crossover valve OF102F tank and port DO service tank
The procedures described above also apply when purifying LSHFO from a Operational Spring-loaded return valve to starboard HFO Open No.4 HFO separator heater inlet valve OF125F
settling tank to its associated service tank. settling tank and starboard DO service tank
QGTC
Set No.4 HFO separator flow regulating valve
Open No.2 HFO separator heater inlet valve OF120F
Procedure for the Operation of the Separators to Purify Diesel Closed No.4 HFO separator recirculation valve to HFO OF117F
Set No.2 HFO separator flow regulating valve settling tank
Oil
Closed No.2 HFO separator recirculation valve to HFO OF108F Closed No.4 HFO separator discharge valve to HFO OF116F
The No.2 and No.4 separator systems can be used to purify diesel oil (DO), settling tank service tank
with one system located on each side of the engine room. The No.2 separator Closed No.2 HFO separator discharge valve to HFO OF107F Open No.4 HFO separator discharge valve to starboard OD102F
draws DO from the starboard DO service tank and returns the oil to the same service tank DO service tank
tank. The No.4 separator draws DO from the port DO service tank and also Open No.2 HFO separator discharge valve to starboard OD100F Open No.4 HFO separator recirculation valve to OD103F
returns it to the same tank. DO service tank starboard DO service tank
Open No.2 HFO separator recirculation valve to OD101F Operational Three-way recirculation valve
a) Ensure that the DO service tanks contain sufficient DO to enable starboard DO service tank
the separators to function correctly. Open No.4 HFO separator outlet valve
Operational Three-way recirculation valve
Set No.4 HFO separator discharge pressure regulating
b) Check and record the level of oil in the service tanks. Open No.2 HFO separator outlet valve valve
Set No.2 HFO separator discharge pressure regulating Open No.4 HFO separator discharge valve to the OF403F
c) Open the DO service tank isolating valves (OD415F starboard valve starboard sludge tank
and OD413F port) and operate the self-closing test cock Open No.2 HFO separator discharge valve to the OF401F
(OD416F starboard and OD414F port). Close the isolating starboard sludge tank For each of the separator systems:
valves again when all of the water has been drained.
Note: The HFO settling tank outlet valves and the No.1 and No.3 HFO f) Ensure that the separator bowl has been assembled correctly and
d) Open the control air valve and operating fresh water supply purifier system valves may have to be left open to allow the operation of the that the bowl and cover are secure.
valves to the separator systems and ensure there is power other HFO purifiers and to supply the auxiliary boilers (port HFO settling
available to the separator control systems. tank). g) Check that the separator brake is off and that the separator bowl
is free to rotate.
e) Set up the valves as per the following tables:
h) Confirm that the separator gearbox oil level is correct.

Illustration 2.7.2c Diesel Oil Separation System

(159.8m3) (153.9m3) (153.9m3) (159.8m3) Tank (244.3m3)
Heavy Fuel Oil

To Incinerator
OF098F OF099F
SAMSUNG
OF068F OF066F
To Auxiliary Boiler
Fuel Oil Service
To No.1 Heavy Fuel
QGTC
OD OD OD OD
103F 102F 100F 101F
No.4 No.3 No.1 No.2

OF OF
OF118F OF120F
125F 123F
MT MT MT MT
Drain Tank PT PI PT
Drain Tank PI PT PT
Drain Tank
From Starboard
TIAH TIAH TIAH TIAH
No.4 No.2
MI MI MI MI
PI PT PI PT
MM087
Purifier PI PT
MM088
Purifier PI PI


MI No.3 MI No.1
PP137 PP132

i) Ensure that power is available, then start the feed pump from the m) At the operator panel, press the SEPARATION pushbutton to
local starter in the purifier room. The feed pump will draw DO start the separation process.
from the DO service tank and flush the HFO from the lines and
heater to the HFO settling tank. After 30 seconds, stop the feed n) Answer the questions indicated on the display by pressing the +
pump. pushbutton for YES or the - pushbutton for NO.
j) Close the recirculating valve to the HFO settling tank (OF108F o) When the questions have been answered satisfactorily,
starboard, OF117F port) and open the recirculation valve to the an automatic system calibration is carried out, and when
DO service tank (OD101F starboard, OD103F port). this is successful the separation process will start and run
automatically.
k) Select MAN at the selector switch. The first start-up of the
separator must always be made manually. Note: The manufacturer’s manual covering the operation of the separation
system must be consulted regarding operation of the system and the operator
l) Start the feed pump, the oil flow can be read from the panel panel display parameters. No part of the operating control system or the
display. If necessary set the desired flow by means of the parameters must be changed without good reason, consulting the manual and
SAMSUNG
regulating valve. the authority of the engineer officer in charge.
m) Check that the HFO electric heater is switched off and the
HFO line trace heating steam supply and condensate valves are Procedure to Stop the Separator
closed.
a) Stop the purification process by pressing the SEPARATION
n) Press the SEPARATION pushbutton to activate the EPC-50. pushbutton on the operator panel. The stop sequence will be
initiated and a bowl sludge discharge initiated.
o) Before the separator can be started, the display asks a number of
QGTC
questions which must be answered. A YES answer is indicated The separator will commence the shutdown sequence and then stop.
by pressing the + pushbutton and a NO answer by pressing the
- pushbutton. b) Shut off the operating water supply valve.
p) When all of the questions have been answered, press the c) Stop the separator DO supply pump and close the DO service
SEPARATOR START pushbutton. tank outlet valve and the feed pump suction valves, OD030F
starboard and OD031F port.
When the separator is at full speed, ‘Standby’ will be shown on the operator
panel display. d) Close the separator discharge valves to the DO service tanks,
OD100F starboard and OD102F port. Close the recirculating
q) When the separator has reached the correct speed, press the line valves to the DO service tanks, OD101F starboard and
SEPARATION pushbutton to start the separation process. OD103F port.
r) Operating information may be displayed for various parameters e) When the separator(s) have stopped, switch off the power to
by pressing the + pushbutton until the desired parameter is the separator motor and dismantle the separator for cleaning as
shown on the display. required.
Automatic Operation
The system can be run automatically after the first manual start-up. For
automatic operation the steps below are carried out replacing steps from item
k) above.
l) Turn the mode selector switch to AUT.

Illustration 2.8.1a Starboard Side Lubricating Oil Filling and Transfer System OL553F OL551F OL
Accommodation Side Wall (Starboard)
Main Lubricating Oil Generator Engines Lubricating Oil 552F
Purifier Heater (2.7m3/h) Purifier Heaters (1.35m3/h)
To/From Port 50 To/From Port 65
3.3kg/cm2 3.3kg/cm2 3.3kg/cm2 Cylinder Oil
PI PI PI Lubricating Oil OL OL
System (See System
250F 251F
Illustration 2.8.1b) OL OL OL
No.1 No.2 No.1 009F 008F 007F Starboard Cylinder Starboard Cylinder
Starboard Main Oil Storage Oil Storage Tank
32 32 32 32 32 32 Starboard Main OL OL LAH Generator Engine Tank (36.9m3) OL for Low Sulphur OL
TI TI TI TI TI TI Lubricating Oil OL OL Lubricating Oil 121F 120F MM207
Lubricating Oil OL
003F Heavy Fuel Oil 005F
TT 001F 010F Storage Tank 011F
LI TI LIAH Settling Tank LIAH LI LI Storage Tank LI (36.9m3) LI
MM195 (43m3) (53.9m3) MM197 (18.3m3)
TT OL TT OL TIAH OL
181F 180F MM019 179F 40 40
TIAH TIAH
MM018 To MM037 To To 40
Purifier LI LS
Separated Separated Auto Separated To Starboard To Mist Vent Box
Bilge Oil Bilge Oil Control Bilge Oil Main Engine
Purifier Purifier TI
Tank Tank Tank
Auto Auto V1
SAMSUNG
Control Control 32 25
32 Cylinder Oil Heating Tank Unit
V1 OL OL for No.1 Main Engine
32 25 184F 183F OL171F
32 32 (37 Litres)
V1 OL OL OL OL187F
32 25 066F 060F 32 185F 32
OL OL OL OL069F PIAL
065F OL020F
059F 32 070F DG224
65 65
OL068F OL188F TIAH
32 DG220
65 65 65 65
OL067F OL OL022F
32
QGTC
018F LAL
To Starboard DG235
32 Stern Tube
Lubricating Oil No.2 Generator Engine
40 40
OL Drain Tank
32
012F
OL058F OL178F OL025F
OL OL OL OL
32 32 32 056F 057F 177F 017F OL019F
No.1 Main No.2 Generator No.1 Generator PI MI PI MI PI MI PI MC

PP147 PP149 PP148 PP115 OL186F
Lubricating Engine Engine Generator No.1
Oil Purifier Lubricating Lubricating 3.0 3.0 3.0 Engines Lubricating Oil
OL (2,700 litres/h) OL Oil Purifier OL Oil Purifier kg/cm2 kg/cm2 kg/cm2 OL021F
32 Lubricating Transfer PIAL
063F 064F (1,350 litres/h) 182F (1,350 litres/h) No.1 No.2 No.1 Oil Purifier Pumps
DG124
PI PI PI PI
RV4 RV4 RV4 Feed Pumps (20m3/h
PT PT PT PT PT PT TIAH
Main (1.35m3/h 4.0kg/cm2) DG120
32 32 32
Lubricating Oil 2.5kg/cm2)
PI PI PI Purifier Feed 40 LAL
MI MI MI Pumps 40 40 40
DG135
OL049F
MM090 MM092 MM091 (2.6m3/h No.1 Generator Engine 40
OL OL OL OL OL OL OL OL OL OL
2.5kg/cm2)
050F 061F 052F 097F 174F 098F 015F 136F 023F 024F
40 40 40 40 40 OL To/From No.3 and No.4
095F Generator Engines
OL124F Lubricating Oil System To Separated
OL099F Bilge Oil Tank
To Sludge 80 80 Key
OF From Starboard Stern Tube
ZS OL ZS OL Pump and ZS OL Lubricating Oil Drain Tank
400F 401F Sludge 424F 435F OL OL OL047F Lubricating Oil
Dewatering Unit 014F 013F From No.1 Shaft Clutch
OL130F Oil Station Steam
TI Starboard Heavy Fuel Oil/Lubricating Oil LAHL Low Level LIAH Starboard Main Lubricating Oil
Purifier Common Sludge Tank (18.2m3) BG114 SDWU Pump Auto Stop MM181 Sump Tank (37.8m3) Electrical Signal

2.8 Lubricating Oil Systems may be present. Tundishes under the test cocks drain any liquid down to the The No.2 (port side) LO transfer pump can take its suction from any one of
separated bilge oil tank as detailed in Section 2.8.6 of this manual. the following:
2.8.1 Lubricating Oil Filling and Transfer • Port main engine LO sump tank
The port and starboard main engine LO storage tanks are used to store clean
System • No.3 or No.4 generator engine sump tanks
oil for the respective main engines. The generator engine LO storage tanks
are used to store clean oil for the respective pair of generator engines, but the • Port stern tube LO drain tank
Lubricating Oil Transfer Pumps outlet line has a crossover which allows the filling of any generator from either
tank. • No.2 shaft clutch oil station
No. of sets: 2 (1 port and 1 starboard) • Port main engine LO settling tank
The port and starboard main engine LO settling tanks allow the contents of the
Model: NHG-20MT main engine sumps to be cleaned. The cleaning process entails pumping the • Port main engine LO storage tank
Type: Motor-driven, horizontal gear pump sump contents to the settling tank and allowing the LO to stand so that water
and other impurities can settle out. To assist with the settling process, heating and can discharge to the following:
Capacity: 20m³/h x 4.0 bar
Rating: 7.5kW, 440V, 60Hz, 1,200 rpm coils have been fitted inside each of these tanks, which are supplied with steam • Shore connections
from the saturated steam system. Water and sludge are drained from the LO
• Port (and starboard) main engine LO settling tanks
SAMSUNG
before it is returned to the sump via the LO separator.
Introduction • Port (and starboard) main engine LO storage tanks
All of the storage and settling tanks can be filled from the LO bunker • Port (and starboard) generator engine LO storage tanks
Lubricating oil is stored on the vessel in the following tanks which are all stations located on the port and starboard sides of the upper deck next to
the accommodation block. The main engine LO settling/storage tanks, the • Port stern tube LO drain tank
located in the engine room:
generator engine LO storage tanks and the main engine cylinder oil storage
tanks, have all been provided with their own bunker connections to prevent CAUTION
Tank Volume 100% (m3)
the risk of any cross-contamination between the systems. The two LO transfer Extreme care must be taken when transferring or purifying LO to ensure
Starboard main engine LO sump tank 37.8m³ pumps each have a capacity of 20m³/h at 4.0 bar and are used to transfer LO that oils of different grades do not become mixed or contaminated. The
QGTC
Starboard main LO settling tank 43.0m³ from one part of the vessel to another. Their duties include the batch transfer setting of all of the valves must be checked and re-checked prior to
Starboard main LO storage tank 53.9m³ of LO from the main sumps to the LO settling tanks prior to batch separation. starting operations to ensure that oil will only be pumped or separated
Starboard generator engine LO storage tank 18.3m³ It is also possible to use the main engine settling tanks to clean the contents to and from the intended destinations. All oil transfers must then be
of the generator engine sumps by using the pumps to transfer the generator recorded in the Oil Record Book.
Starboard main engine cylinder LO storage tank 36.9m³
sumps. Careful cleaning of the settling tank is required before and after use, as
Starboard main engine cylinder LO storage tank (low 36.9m³ a different grade of LO is used in the generator engines.
sulphur) Procedure for Loading Lubricating Oil from a Shore Station,
Cylinder oil heating tank 37 litres The No.1 (starboard side) LO transfer pump can take its suction from any one Barge or Road Tanker
of the following:
Port main engine LO sump tank 37.8m³ • Starboard main engine LO sump tank The same preparation and operation procedures as described in Section 2.7.1 of
Port main LO settling tank 43.0m³ this manual (Fuel Oil and Diesel Oil Bunkering and Transfer System) should
• No.1 or No.2 generator engine sump tanks be followed during the loading of LO from a shore station.
Port main LO storage tank 53.9m³
• Starboard stern tube LO drain tank
Port generator engine LO storage tank 18.3m³ All grades of LO are loaded from connections located adjacent to each other on
Port main engine cylinder LO storage tank 36.9m³ • No.1 shaft clutch oil station the port and starboard side of the vessel next to the accommodation block. It is
Port main engine cylinder LO storage tank (low 36.9m³ • Starboard main engine LO settling tank therefore important to check and re-check that the correct filling line is being
sulphur) used for each grade of oil being loaded. The area around the filling connection
• Starboard main engine LO storage tank
Cylinder oil heating tank 37 litres must be cleaned before the line blank is removed and the hose connected to
the line immediately after the blank has been removed to prevent the ingress of
and can discharge to the following:
The outlet lines from each of the LO settling, LO storage and cylinder oil dirt. When this has been done, proceed as follows:
storage tanks are fitted with remote quick-closing valves with a collapsible • Shore connections
bridge, which can be pneumatically operated from the fire control station. • Starboard (and port) main engine LO settling tanks a) Check and record the level in all of the LO tanks.
After being tripped, the valves must be reset manually by operating the valve
• Starboard (and port) main engine LO storage tanks b) Connect the bunker hose, ensuring that the connections are
handwheel in the closed direction until the valve bridge can be reset. The valve
can then be reopened. Each storage and settling tank is also fitted with a self- • Starboard (and port) generator engine LO storage tanks clean and the jointing material is in good order.
closing test cock to test for the presence of water and to drain any water that • Starboard stern tube LO drain tank

Illustration 2.8.1b Port Side Lubricating Oil Filling and Transfer System Generator Engines Lubricating Oil Main Lubricating Oil
OL556F Accommodation Side Wall (Port) Purifier Heater (1.35m3/h) Purifier Heater (2.7m3/h)
OL555F OL557F
3.3kg/cm2 3.3kg/cm2 3.3kg/cm2
65 To/From Port 50 To/From Starboard PI PI PI
Cylinder Oil Lubricating Oil
OL OL 65
System System (See
253F 252F Illustration 2.8.1a) No.4 No.3 No.2
OL OL OL
Port Cylinder Port Cylinder 027F 028F 029F 32 32 32 32 32 32
Lubricating Oil Lubricating Oil TI TI TI TI TI TI
OL Storage Tank for OL Storage Tank Generator Engine LAH OL OL Port Main Port Main
127F Lubricating Oil
TT TT TT
OL Lubricating Oil MM206 126F OL OL Lubricating Oil
006F Low Sulphur 004F (36.9m3) 031F Storage Tank 030F 002F
LI Heavy Fuel Oil LI Storage Tank LI LIAH LI Settling Tank LIAH TI LI
(53.9m3)
(36.9m3)
TI (Port) (18.3m3) MM198 (43m3) MM190 TIAH
OL MM038 OL MM020
TIAH
OL MM021
TIAH
156F 157F 158F

40 To To To
Separated Purifier Separated Purifier Separated Purifier
40
LS LI Bilge Oil Auto Bilge Oil Auto Bilge Oil Auto
To Mist Vent Box To Starboard Tank Control Tank Control Tank Control
Main Engine TI
25 32
SAMSUNG
32
OL V1 OL
Cylinder Oil Heating Tank Unit OL173F 161F 25 32
32 32 060F
OL OL V1 OL
(37 Litres) OL164F 25 32
32 162F 32 081F 087F
OL OL V1 OL
OL090F 086F
091F 32 080F
PIAL
DG424
OL040F
OL OL089F
32
TIAH OL165F 032F
DG420 OL088F 32 32 32 32 32 32 32
65 65 65 65 To Port
QGTC
OL042F Stern Tube 65 65
LAL 32
DG435 Lubricating Oil
Drain Tank OL 32
No.4 Generator Engine 026F
OL045F OL155F OL079F OL OL OL
OL OL OL OL 159F 085F 084F
037F 154F 078F 077F
RV4 RV4 RV4
OL039F MC PI MI PI MI PI MI PI
No.2 PP116 Generator PP128 PP181 PP150
No.4 No.3 No.2 Main
OL163F Lubricating Oil Engines Generator Generator Lubricating
3.0 3.0 3.0
Transfer Lubricating Engine Engine Oil Purifier
kg/cm2 kg/cm2 kg/cm2
Pumps Oil Purifier No.4 No.3 No.2 Lubricating Lubricating (2,700 litres/h)
PIAL
OL041F (20m3/h PI Feed Pumps PI PI PI
DG324 Oil Purifier Oil Purifier
4.0kg/cm2) (1.35m3/h (1,350 litres/h) (1,350 litres/h)
Main
2.5kg/cm2)
TIAH Lubricating Oil PT PT PT PT PT PT
DG320 Purifier Feed
40 40 40 Pumps 32 32 32
LAL OL125F (2.7m3/h PI PI PI

DG335 OL OL OL OL OL OL OL OL OL OL 2.5kg/cm2) MI MI MI
40 No.3 Generator Engine 044F 043F 137F 035F 197F 151F 198F 073F 083F 071F MM094 MM093 MM089
OL
196F
To/From No.1 and No.2
To Separated Generator Engines
Lubricating Oil System OL199F
Bilge Oil Tank
Key 80 To Sludge
ZS OL OF Pump and ZS OL ZS OL
Lubricating Oil OL OL 436F 426F Sludge 403F 402F
From Port Stern Tube
033F 034F Dewatering Unit
Lubricating Oil Drain Tank OL048F
Steam
From No.2 Shaft Clutch Port Main Lubricating Oil LIAL LI Low Level LAHL Port Heavy Fuel Oil/Lubricating Oil TI
Oil Station Sump Tank (37.8m3) MM182 SDWU Pump Auto Stop BG115 Purifier Common Sludge Tank (18.2m3)
Electrical Signal OL134F

c) Ensure the bunker connections not in use have blanks fitted and Starboard Side Systems Description Valve
that the valves are closed to prevent accidental leakage.
Description Valve No.1 LO transfer pump suction valves to the starboard main OL015F
No.1 LO transfer pump discharge valves OL120F engine sump tank OL013F
d) Open the relevant tank filling and isolation valves as shown in
OL121F OL014F
the tables below:
OL017F No.1 LO transfer pump suction valves from the No.2 generator OL136F
Starboard side LO purifier system crossover valves OL171F engine sump tank OL022F
Starboard LO Bunker Manifold
OL068F No.1 LO transfer pump suction valves from the No.1 generator OL023F
Description Valve Starboard stern tube LO drain tank supply valve OL025F engine sump tank OL021F
Cylinder lubricating oil storage tank filling valve OL552F No.1 LO transfer pump suction valves from the starboard stern OL024F
tube LO drain tank OL047F
Main engine LO storage/settling tank filling valve OL551F Port Side Systems
No.1 LO transfer pump suction valves from the No.1 shaft OL024F
Generator engine LO storage tank filling valve OL553F
Description Valve clutch oil station OL130F
No.2 LO transfer pump discharge valves OL126F No.1 LO transfer pump suction valves from the starboard main OL049F
Port LO Bunker Manifold OL127F LO settling tank OL001F
SAMSUNG
Description Valve OL037F No.1 LO transfer pump suction valves from the starboard main OL049F
Cylinder lubricating oil storage tank filling valve OL556F Port side LO purifier system crossover valve OL173F LO storage tank OL010F
OL089F
Main engine LO storage/settling tank filling valve OL555F
Port stern tube LO drain tank supply valve OL045F d) After ensuring that all of the other system valves are closed
Generator engine LO storage tank filling valve OL557F
and that the shore connection blanks are in place (where
f) Proceed with the bunkering operation and check that the oil is appropriate), open the No.1 LO transfer pump discharge valves
Starboard LO Tank Filling Valves being loaded to the correct tank. in accordance with the following:
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Description Valve
g) When the required quantity of oil has been loaded and the Description Valve
Starboard main engine LO settling tank filling valve OL009F supplier has indicated that it is safe to do so, close all of the
No.1 LO transfer pump discharge valves to the starboard main OL017F
Starboard main engine LO storage tank filling valve OL008F valves associated with the bunker operation, then replace the LO settling tank OL120F
Generator engine LO storage tank filling valve OL007F blanks on the bunker hose connections. OL009F
Starboard cylinder oil storage tank OL250F No.1 LO transfer pump discharge valves to the starboard main OL017F
Starboard low sulphur cylinder oil storage tank OL251F h) Check and record the levels in the LO tanks and record the
LO storage tank OL120F
amount of oil taken.
OL008F
Port LO Tank Filling Valves i) Record all oil transfers in the Oil Record Book. No.1 LO transfer pump discharge valves to the starboard OL017F
generator LO storage tank OL121F
Description Valve OL007F
Port main engine LO settling tank filling valve OL029F Procedure for the Transfer of Oil Using the No.1 (Starboard) No.1 LO transfer pump discharge valves to the port main LO OL017F
Port main engine LO storage tank filling valve OL028F Lubricating Oil Transfer Pump settling tank OL120F
Generator engine LO storage tank filling valve OL027F OL029F
a) Before transferring oil, check and record the levels of the oil in No.1 LO transfer pump discharge valves to the port main LO OL017F
Port cylinder oil storage tank OL252F
the LO tanks and check that all of the tank suction and filling storage tank OL120F
Port low sulphur cylinder oil storage tank OL253F valves are closed. OL028F
e) Ensure the following system valves are closed: No.1 LO transfer pump discharge valves to the port generator OL017F
b) Check that the LO transfer pump suction filter is clean and LO storage tank OL121F
ready for use. OL027F
No.1 LO transfer pump discharge valves to the starboard stern OL017F
c) After ensuring that all of the other system valves are closed,
tube LO drain tank OL025F
open the suction valves from the relevant source in accordance
with the following:

Note: Before any internal LO transfer operations can proceed the LO bunker d) After ensuring that all of the other system valves are closed Procedure for the Transfer of Lubricating Oil by Gravity
connection valves must be confirmed as closed and the blanks securely fitted and that the shore connection blanks are in place (where
appropriate), open the No.2 LO transfer pump discharge valves Rather than use the LO transfer pumps, it is also possible to run the stored
to prevent the risk of accidental spillage.
in accordance with the following: lubricating oil to the required location under the action of gravity. Before any
lubricating oil transfer operations are started it must be confirmed that all of the
e) Line-up the system valves as required, then start the No.1 LO
Description Valve valves associated with the LO transfer and filling system are initially closed.
transfer pump.
No.2 LO transfer pump discharge valves to the port main LO OL037F
f) Check that the oil is being correctly transferred. settling tank OL126F Starboard Main LO Storage Tank to the Starboard Main Engine Sump
OL029F a) Check and record the level of oil in the starboard LO storage
g) When the required amount of oil has been transferred, stop the No.2 LO transfer pump discharge valves to the port main LO OL037F tank and in the main engine sump, then set up the valves in
transfer pump and close all of the valves associated with the storage tank OL126F accordance with the following table:
transfer operation. OL028F
No.2 LO transfer pump discharge valves to the port generator OL037F Position Description Valve
h) Check and record the levels of the tanks in the LO tanks and LO storage tank OL127F Open Starboard main LO storage tank outlet valve OL010F
record the amount transferred in the Oil Record Book.
SAMSUNG
OL027F Closed Starboard main LO settling tank outlet valve OL001F
No.2 LO transfer pump discharge valves to the starboard main OL037F Closed Starboard main engine sump tank inlet valve OL095F
Procedure for the Transfer of Oil Using the No.2 (Port) LO settling tank OL126F
OL009F b) When the required quantity of oil has been transferred, close
Lubricating Oil Transfer Pump
No.2 LO transfer pump discharge valves to the starboard main OL037F all valves associated with the operation, check and record the
a) Before transferring oil, check and record the levels of the oil in LO storage tank OL126F levels in the LO tanks and record the amount transferred in the
the LO tanks and check that all of the tank suction and filling OL008F Oil Record Book.
valves are closed. No.2 LO transfer pump discharge valves to the generator LO OL037F
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storage tank OL127F Starboard Main LO Settling Tank to the Starboard Main Engine Sump
b) Check that the LO transfer pump suction filter is clean and OL007F
a) Check and record the level of oil in the starboard LO storage
ready for use. No.2 LO transfer pump discharge valves to the port stern tube OL037F tank and in the main engine sump, then set up the valves in
LO drain tank OL045F accordance with the following table:
c) After ensuring that all of the other system valves are closed,
open the suction valves from the relevant source in accordance Note: Before any internal LO transfer operations can proceed the LO bunker
with the following: Position Description Valve
connection valves must be confirmed as closed and the blanks securely fitted
Open Starboard main LO settling tank outlet valve OL001F
to prevent the risk of accidental spillage.
Description Valve Closed Starboard main LO storage tank outlet valve OL010F
No.2 LO transfer pump suction valves to the port main engine OL035F e) Line-up the system valves as required, then start the No.2 LO Open Starboard main engine sump tank inlet valve OL095F
sump tank OL033F transfer pump.
OL034F b) When the required quantity of oil has been transferred, close
No.2 LO transfer pump suction valves from the No.4 generator OL137F f) Check that the oil is being correctly transferred. all valves associated with the operation, check and record the
engine sump tank OL042F levels in the LO tanks and record the amount transferred in the
g) When the required amount of oil has been transferred, stop the Oil Record Book.
No.2 LO transfer pump suction valves from the No.3 generator OL043F
engine sump tank OL041F transfer pump and close all of the valves associated with the
transfer operation. Port Main LO Storage Tank to the Port Main Engine Sump
No.2 LO transfer pump suction valves from the port stern tube OL044F
LO drain tank OL048F a) Check and record the level of oil in the port LO storage tank and
h) Check and record the levels of the tanks in the LO tanks and
No.2 LO transfer pump suction valves from the No.2 shaft OL044F record the amount transferred in the Oil Record Book. in the main engine sump, then set up the valves in accordance
clutch oil station OL134F with the following table:
No.2 LO transfer pump suction valves from the port main LO OL125F
settling tank OL002F Position Description Valve
No.2 LO transfer pump suction valves from the port main LO OL125F Open Port main LO storage tank outlet valve OL030F
storage tank OL030F Closed Port main LO settling tank outlet valve OL002F
Closed Port main engine sump tank inlet valve OL196F

b) When the required quantity of oil has been transferred, close No.3 Generator No.3 Generator
all valves associated with the operation, check and record the
levels in the LO tanks and record the amount transferred in the Position Description Valve Position Description Valve
Oil Record Book. Open Starboard generator engine LO storage tank outlet OL011F Open Port generator engine LO storage tank outlet valve OL031F
valve Open No.3 generator engine LO inlet valve OL039F
Open Starboard/port generator LO storage tank crossover OL124F
Port Main LO Settling Tank to the Port Main Engine Sump
isolating valve
a) Check and record the level of oil in the port LO storage tank and No.4 Generator
Open No.3 generator engine LO inlet valve OL039F
in the main engine sump, then set up the valves in accordance Position Description Valve
with the following table:
No.4 Generator Open Port generator engine LO storage tank outlet valve OL031F
Open Port main LO settling tank outlet valve OL002F Open Starboard generator engine LO storage tank outlet OL011F b) When the required quantity of oil has been transferred, close all
Closed Port main LO storage tank outlet valve OL030F valve valves associated with the operation, check and record the levels
SAMSUNG
Open Port main engine sump tank inlet valve OL196F Open Starboard/port generator LO storage tank crossover OL124F in the LO tank/sumps and record the amount transferred in the
isolating valve Oil Record Book.
b) When the required quantity of oil has been transferred, close Open No.4 generator engine LO inlet valve OL040F
all valves associated with the operation, check and record the
levels in the LO tanks and record the amount transferred in the b) When the required quantity of oil has been transferred, close all
Oil Record Book. valves associated with the operation, check and record the levels
in the LO tank/sumps and record the amount transferred in the
Starboard Generator Engine Storage Tank to the Generator Engine Oil Record Book.
Sumps
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a) Check and record the level of oil in the starboard generator LO Port Generator Engine Service Tank to the Generator Engine Sumps
storage tank and in the generator sumps, then set up the valves a) Check and record the level of oil in the generator LO storage
in accordance with the following table. It has been assumed that tank and in the generator sumps, then set up the valves in
the oil is being gravity fed and that all of the other system valves accordance with the following table. It has been assumed that
are CLOSED for the purpose of this valve list. the oil is being gravity fed and that all of the other system valves
are CLOSED for the purpose of this valve list.
No.1 Generator
No.1 Generator
Open Starboard generator engine LO storage tank outlet OL011F Position Description Valve
valve Open Port generator engine LO storage tank outlet valve OL031F
Open No.1 generator engine LO inlet valve OL019F Open Starboard/port generator LO storage tank crossover OL124F
isolating valve
No.2 Generator Open No.1 generator engine LO inlet valve OL019F

No.2 Generator
Open Starboard generator engine LO storage tank outlet OL011F
valve Position Description Valve
Open No.2 generator engine LO inlet valve OL020F Open Port generator engine LO storage tank outlet valve OL031F
Open Starboard/port generator LO storage tank crossover OL124F
isolating valve

Illustration 2.8.2a Starboard Main Engine Lubricating Oil System
Accommodation
Funnel Upper Deck Side Wall Starboard
To / From Port
Cylinder Oil System
OL250F OL251F
Mist Vent Box
(Engine Room Casing)
Starboard Cylinder Oil Starboard Cylinder Oil
Storage Tank Storage Tank for Low
Flame Screen
(36.9m3) Sulphur Heavy Fuel Oil
Main Engine (36.9m3)
To Separated Bilge From No.3 / 4 Generator LI OL003F OL005F LI
Oil Tank Engines Mist Vents OL427F OL429F
Key
Oil Mist
Hydraulic Cylinder Unit (Mounted on Engine) Detector OL428F OL430F Lubricating Oil
SAMSUNG
DHA XA
Distributor Block MS081 MS082 Steam
Void Space Void Space
TIAH Fresh Water
Safety and Accumulator Block
Bilge
Cylinder Oil
TI LI
Heating Tank Unit
PIAL x2 T/C LO Air
MS126 for No.1 Main Engine
Inlet LS
Set at 40°
TIAH x2 T/C LO Electrical Signal
MS130 Outlet
Electric Driven Engine Driven From Steam Service From IAS
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To Primary
Dirty ST190F
Auto Backflushing Filter with Manual TOC
Filter Bilge Tank MS096
Unit Bypass Filter for No.1 Main Engine Control
E/P
Air
To Separated
Bilge Hydraulic Power Camshaft LO DPAH
Oil Tank Supply Unit TIC MP027
(Mounted on Engine) MS095
Piston Cooling LO
TIAH PIAL FAL x7 TIAH x7

TI PI No.2
MS117 MS118 MS029 MS023
Only To Be
Opened For Main Bearing LO To / From
VA104F OL242F OL245F PI PI WF012F
Steam Cleaning OL209F Starboard
PIAL TIAH DPI TI PI Fresh Water
PI PS TI
LAH MS035 MS036
MM058 No.1 Main Engine OL200F System
Sampling DPAH
Scavenge Air Box MP023 WF010F
To Sludge Drain Tank OL207F
Pump (1m3)
BG204F TI PI No.1
OL404F
TIAH x7 Main AUTO OL213F OL211F
MS121-126
To / From
Bearing CH-VR WF011F
OL208F Starboard
TIAH Thrust Pad TI PI Fresh Water
Intermediate MS127 Bearing System
Shaft Bearings To Separated
Bilge OL221F WF009F
PIAL PI PIAL PI OL206F
MM008 MM007 From No.1 LO Oil Tank OL205F OL204F Main Lubricating
Transfer Pump Oil Coolers for
(See Illustration OL203F OL202F No.1 Main Engine
No.2 No.1
2.8.4a)
PI PI
Main Lubricating Oil
MC MC
Pumps for Main Engine
PIAL PIAL PP048 PP047
MM234
TI
MM233
TI (465m3/hx4.4kg/cm2) To Separated Bilge
No.2 No.1 Oil Tank
Starboard Main Lubricating Oil Sump Tank
OL217F OL215F (37.8m3)
OL248F

2.8.2 Main Engine Lubricating Oil System Hydraulic Cylinder Units Hydraulic Cylinder Unit
No. of sets: 1 per main engine The hydraulic servo system provides hydraulic power for operating the
Main Lubricating Oil Pumps No. of pumps: 2 electrically-driven and 4 engine-driven pumps per fuel injection booster pumps, the exhaust valve actuators and the cylinder
engine lubricators. The Hydraulic Power Supply (HPS) unit is comprised of three
Manufacturer: Shinko
engine-driven and two electrically-driven hydraulic pumps. These pumps all
No. of sets: 2 per main engine Capacity: 246L
take their suction from the same filter unit and deliver pressurised oil into
Type: Motor-driven centrifugal Filter: Boll & Kirch, 6.61.1 DN20, 6 microns, 6 candles the safety and accumulator block which then supplies the Hydraulic Cylinder
Model: SAG 300 Units (HCU) mounted at each cylinder. The engine-driven pumps are driven
from the crankshaft via a step-up gear and the axial piston type pumps supply
Capacity: 465m3/h at 4.4kg/cm2 Introduction hydraulic oil to the HCUs at pressures up to 185 bar. The engine-driven pumps
Motor: 440V, 60Hz, 110kW, 1,785 rpm
operate whenever the engine is running and are the main means of supplying
Each main engine has two separate lubricating oil systems which consist of
servo oil to the HCUs. The electrically-driven pumps operate when starting
the following:
Automatic Backflush Filter and during manoeuvring, but they are also used for flushing through and for
• Main bearing lubrication system filling the system as required. The electrically-driven pumps can supply oil at
Manufacturer: Boll and Kirch a pressure of 175 bar.
SAMSUNG
• Cylinder oil system
No. of sets: 1 per main engine
Type: Automatic backflushing candle-type with manual The HPS unit supplies the hydraulic oil to a common rail which then supplies
bypass Main Bearing, Camshaft and Piston Cooling Lubricating Oil pressure oil to the HCUs; one for each cylinder. The HCU has a support console
Model: 6.61.07 25 with flushing oil filter (sludge checker) System on which is mounted a distribution block. The distribution block supplies the
hydraulic fuel injection booster pump and the exhaust valve actuator. In
Capacity: 40 micron
The main or crankcase lubrication system is supplied by one of two main addition there are a number of accumulators which ensure that the necessary
Working temperature: 45°C flow rate is available at all times.
lubricating oil pumps. One pump will be operating as the duty pump with the
No. of chambers: 8 other switched to standby, ready to start automatically should there be an oil
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No. of candles: 18 per chamber pressure reduction or failure of the duty pump. Automatic Lubricating Oil Filter
Backflushing medium: Compressed air (4 ~ 7 bar)
The main lubricating oil (LO) pumps take their suction from the respective The LO filter has candle-type filter elements, is automatic in operation and
main engine sump tank and discharge to the associated engine via the duty LO features a back-wash cleaning function. As the differential pressure across the
Main Lubricating Oil Coolers cooler and the automatic backflushing filter. The plate-type heat exchangers are filter elements increases the LO reverses flow through a back-washing nozzle.
each rated at 100% capacity and are cooled by water supplied from the port or This action removes the suspended solids from the filter element. The back-
Manufacturer: Alfa Laval washing nozzle rotates slowly and flushes each filter element one by one. The
starboard fresh water cooling systems as detailed in Section 2.5 of this manual.
No. of sets: 2 per main engine flushed oil is returned to the main engine sump after passing through a separate
The supply pressure in the main lubricating system is regulated to 4.4kg/cm²
Type: Plate type and each pump has a capacity of 465m³/h. The temperature of the oil going to filter. The candle-type filters can also be manually flushed.
Model: M20-MFM each engine is controlled by a three-way temperature control valve positioned
on the outlet of the LO coolers and these are set to regulate at 45°C. A separate manual bypass filter is also fitted to this arrangement, and is of 40
Capacity: 465m3/h with 100% capacity per cooler
micron capacity. This allows for the cleaning of the main filter elements and
The main LO system supplies oil to all of the engine bearings, the vibration general maintenance when required.
Cylinder Oil Heating Tanks dampers and to the under side of the piston crowns where it acts as a coolant.
Manufacturer: Hanmi The main LO system supplies the two intermediate shaft bearings via a branch Turbocharger Bearing Oil System
line which is taken off the main supply after the LO filters. The LO drains from
No. of sets: 1 per main engine The main engine turbochargers are fitted with plain journal bearings which
the shaft bearings back to the main LO sump tank; the drain lines are equipped
Capacity: 37 litre are supplied with LO from the engine system. Each turbocharger is equipped
with sight glasses to allow the oil flow from each bearing to be monitored.
Heating elements: Electric set to regulate at 40°C with a dedicated LO reserve tank which is integrated with the upper part of the
bearing pedestal. In the event of a failure in the main LO supply, the oil in the
Rating: 440V, 60Hz, 750W The main LO system also incorporates a branch line at the inlet to the engine
tank allows the rotor bearings to be lubricated during the time necessary for the
which is used to supply a hydraulic unit mounted on the engine. This can be
rotor to be stopped, which is approximately 20 minutes.
seen in illustrations 2.8.2a and 2.8.2b and is used to provide hydraulic power
in accordance with the following:
Because of the nature of turbochargers and the high speeds at which they rotate,
it is essential that the turbocharger bearings receive a plentiful supply of oil at
all times to prevent bearing failure. The oil supply to the turbocharger is fitted
with a low pressure alarm and the outlet flow is fitted with a high temperature

Illustration 2.8.2b Port Main Engine Lubricating Oil System
Accommodation
Funnel Side Wall Port
Upper Deck
To / From Starboard
Cylinder Oil System
OL253F OL252F
Mist Vent Box
(Engine Room Casing)
Port Cylinder Oil Port Cylinder Oil
Storage Tank for Low Storage Tank
Flame Screen
Sulphur Heavy Fuel Oil (36.9m3)
Main Engine (36.9m3)
To Separated Bilge From No.3 / 4 Generator LI OL006F OL004F LI
Oil Tank Engines Mist Vents OL411F OL413F
Key
Oil Mist
Hydraulic Cylinder Unit (Mounted on Engine) Detector OL412F OL414F Lubricating Oil
SAMSUNG
DHA XA
Distributor Block MP081 MP082 Steam
Void Space Void Space
TIAH Fresh Water
Safety and Accumulator Block
Bilge
Cylinder Oil
TI LI
Heating Tank Unit
PIAL x2 T/C LO Air
MP126 for No.2 Main Engine
Inlet LS
Set at 40°
TIAH x2 T/C LO Electrical Signal
MP130 Outlet
Electric Driven Engine Driven From Steam Service From IAS
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To Primary
Dirty ST192F
Auto Backflushing Filter with Manual TOC
Filter Bilge Tank MP096
Unit Bypass Filter for No.2 Main Engine Control
E/P
To Separated Air
Bilge Hydraulic Power Camshaft LO DPAH
Oil Tank Supply Unit TIC MP030
(Mounted on Engine) MP095
Piston Cooling LO
TIAH PIAL FAL x7 TIAH x7

TI PI No.2
Only To Be MP117 MP118 MP029 MP023
Opened For Main Bearing LO WF109F To / From
Steam Cleaning VA107F OL243F OL247F PI PI
OL229F Port Fresh
PIAL TIAH DPI TI PI
LAH MP035 MP036
PI PS TI Water System
MM057 No.2 Main Engine OL201F
Sampling DPAH
Scavenge Air Box MP025 WF107F
To Sludge Drain Tank OL227F
Pump (1m3)
BG205F TI PI No.1
OL405F
TIAH x7 Main AUTO OL233F OL231F
MP121-126 Bearing CH-VR WF108F To / From
OL228F Port Fresh
TIAH Thrust Pad TI PI
Intermediate MP127
Water System
Bearing
Shaft Bearings To Separated
Bilge OL241F WF106F
PIAL PI PIAL PI OL226F
MM010 MM009 From No.2 LO Oil Tank Main Lubricating
OL225F OL224F
Transfer Pump Oil Coolers for
(See Illustration OL223F OL222F No.2 Main Engine
No.4 No.3
2.8.4b)
PI PI
Main Lubricating Oil
MC MC
Pumps for Main Engine
PIAL PIAL PP051 PP050
MM236
TI
MM235
TI (465m3/hx4.4kg/cm2) To Separated Bilge
No.2 No.1 Oil Tank
Port Main Lubricating Oil Sump Tank
OL236F OL235F (37.8m3)
OL249F

alarm. An engine shutdown is activated if the turbocharger LO supply pressure (LCD) is incorporated in the control system which automatically adjusts the Port Main Engine (Illustration 2.8.2b refers)
falls below its set point. The LO outlet from the turbochargers is also equipped feed rate according the load on the engine,
with a sight glass to allow the oil flow to be monitored. Position Description Valves
Open No.1 main LO pump discharge valve OL224F
Procedure for Operating the Port and Starboard Main Open No.2 main LO pump discharge valve OL225F
Note: The manufacturer’s instructions regarding the periodical stopping of
the lubricating supply to the turbochargers when the engine is stopped after
Lubricating Oil Systems Closed LO direct discharge valve to engine sump OL241F
several weeks of service should be noted. Open No.1 main LO cooler inlet valve OL228F
a) Check the oil level in the port/starboard main engine sump
and top-up from the port/starboard main LO storage tank as Open No.1 main LO cooler outlet valve OL226F
Cylinder Lubrication System required. Section 2.8.4 of this manual refers. Closed No.2 main LO cooler inlet valve OL229F
The lubrication of the piston rings and cylinder liners in each main engine is Closed No.2 main LO cooler outlet valve OL227F
performed by a separate lubrication system. Cylinder oil, with a high alkalinity b) Ensure that all of the pressure gauge and instrumentation valves Set LO cooler three-way bypass valve OL201F
level, is supplied to each engine on a once-through basis. The oil supplied to are open and that the instrumentation is reading correctly.
Open Automatic backflush filter inlet valve OL232F
the cylinders reduces the friction between the rings and liners and helps to
provide a seal between the rings and the liner. The cylinder oil also reduces c) Ensure that the port/starboard fresh water cooling systems Open Automatic backflush filter outlet valve OL234F
SAMSUNG
the corrosive wear by neutralising the acidity of the products of combustion. are operating and are supplying cooling water to the duty LO Closed Manual bypass filter inlet valve OL231F
As such the alkalinity of the cylinder oil should match as much as possible the cooler. Closed Manual bypass filter outlet valve OL233F
sulphur content of the heavy fuel oil being burnt in the engine. The amount of Throttled No.3 intermediate shaft LO inlet valve OL235F
cylinder oil supplied to each lubricating point can be individually adjusted and d) Ensure that the LO cooler three-way valves, OL200F/OL201F, Throttled No.4 intermediate shaft LO inlet valve OL236F
is also load-dependent, with the adjustment being made by the engine remote are set to regulate at a temperature of 45°C and are ready for
control system. operation. f) Start one main LO pump in each system as the duty pump and
once the oil pressure has reached its normal operating pressure,
The engine manufacturer has noted that problems can occur when using high e) Assuming that the No.1 cooler is to be used as the duty cooler switch the other pump to automatic standby.
base number cylinder oils (high alkalinity) with low sulphur fuels, so when in each of the systems, set the remaining valves in accordance
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the main engines are being operated on a low sulphur fuel or on MDO for with the following tables: g) Start the automatic backflush filters and ensure that they operate
prolonged periods, consideration should be given to the use of a cylinder oil
correctly with the chamber candles being cleansed on a timed
with a lower alkalinity value. To assist with this, each main engine has been
provided with two cylinder oil storage tanks, with one containing cylinder oil Starboard Main Engine (Illustration 2.8.2a refers) basis.
for normal grade HFO and the other for carrying cylinder oil that is more suited Position Description Valves
for use with low sulphur fuel. All of these tanks each has a capacity of 36.9m3 h) Check and monitor the temperatures and pressures throughout
Open No.1 main LO pump discharge valve OL204F the system and check that the oil outlet temperatures from the
and should be switched for use accordingly.
Open No.2 main LO pump discharge valve OL205F coolers are being regulated at 45°C.
From the storage tanks, the cylinder oil is fed under the action of gravity to 37 Closed LO direct discharge valve to engine sump OL221F
litre cylinder oil heating tanks as shown in illustrations 2.8.2a and 2.8.2b. Each Open No.1 main LO cooler inlet valve OL208F Oil samples from both main engine LO systems should be taken at intervals
of these tanks has an electric heating element fitted which is thermostatically agreed with the LO supplier and sent ashore for laboratory analysis.
Open No.1 main LO cooler outlet valve OL206F
set to regulate the oil to 40°C before allowing it to pass to the respective main Closed No.2 main LO cooler inlet valve OL209F
engine. The heating tanks are also fitted with low level alarms which warn the Procedure for Operating the Main Engine Cylinder Lubricating
duty engineer if the tank level is low. From the heating tank the oil flows by Closed No.2 main LO cooler outlet valve OL207F
Set LO cooler three-way bypass valve OL200F Oil Systems
gravity to the cylinder lubricator units, which are located at each cylinder on
the engine. The lubricator units are fitted with a level switch which allow them Open Automatic backflush filter inlet valve OL212F
a) Check the level of oil in all of the cylinder oil storage tanks and
to be replenished from the cylinder oil heating tank as required. The drive for Open Automatic backflush filter outlet valve OL214F confirm which is to be used for the fuel currently in use.
the lubricator pumps is powered by servo oil from the HPS. Closed Manual bypass filter inlet valve OL211F
Closed Manual bypass filter outlet valve OL213F b) Confirm that the cylinder oil heater tank duplex inlet filter is
The lubricators deliver a precise quantity of oil to the cylinders at correct
Throttled No.1 intermediate shaft LO inlet valve OL215F clean and ready for operation, then set the system valves in
timing, to the six lubricator quills located around the circumference of each
Throttled No.2 intermediate shaft LO inlet valve OL217F accordance with the following valve tables. It has been assumed
cylinder. The basic feed rate of the oil is a calculated rate for the complete
that both engines are operating on low sulphur HFO.
lubricator system and is based upon the engine manufacturer’s recommended
feed rate and the sulphur content of the fuel. Engine load is another important
parameter affecting the feed rate, and a load change dependent controller

SAMSUNG
QGTC
Top Bracing Service Panel
Main Engine Top Bracing Unit

Starboard Main Engine Main Engine Hydraulic Top Bracing System In these circumstances, reduce the vessel’s speed until stopped, as outlined in
the operational procedures in Section 2.1, Main Engine.
The hydraulic bracing cylinders are installed between the engines and the
Closed Cylinder oil storage tank quick-closing outlet valve OL003F ship’s structure to de-tune the natural frequencies of the engine. If not de-tuned
Procedure to Disengage the Shaft Clutch
Open Low sulphur cylinder oil storage tank quick-closing OL005F the natural frequencies could cause the top of the engines to vibrate during
outlet valve normal running, leading in extreme circumstances to structural damage. Four The procedure detailed below assumes that the main engine is shut down and
Set Cylinder oil heating tank duplex filter valve hydraulic cylinders are attached to the outboard side of each main engine, two the engine starting is blocked.
Open Cylinder oil heating tank outlet valve at number 1 cylinder and two at number 7 cylinder. The hydraulic cylinders are
located at the top platform level and can accommodate differences in thermal CAUTION
expansion and variations in the loading conditions of the vessel. The clutch must only be disengaged if the propeller shaft speed is
Port Main Engine
less than 6.0 rpm and the torque load is less than 10% of the nominal
The cylinders are single-acting units with a self-return action utilising a torque.
pneumatic-hydraulic function. The bracing cylinder comprises an internal
Closed Cylinder oil storage tank quick-closing outlet valve OL004F piston arrangement with oil on one side and air on the other. The air is supplied
a) Start one of the clutch hydraulic pumps, if not already running.
Open Low sulphur cylinder oil storage tank quick-closing OL006F at 4.0 bar via a pressure manifold, and should there be any engine or hull
SAMSUNG
outlet valve movement, causes a barrier piston to move, making the oil in a secondary
b) Suppress the clutch’s alarm system and activate the control
Set Cylinder oil heating tank duplex filter valve chamber move to a primary chamber via a check valve. This in turn moves the
valves according to the order specific sequence diagram.
Open Cylinder oil heating tank outlet valve main piston forward to act as a shock absorber against the engine movement.
The compressilibity of the oil acts as the dampening force until a pressure of
c) Disengage the clutch by pressing the DISENGAGE button
17 bar is reached. At this hydraulic pressure a relief valve opens and the oil
Scavenge Space Drain System on touch screen layer 0, then verify that the clutch has fully
flows from the primary to the secondary chamber and forces the barrier to act
as a spring. At this point the typical frequency is 10Hz with an amplitude of 0.5 disengaged in layer 0-1.
Used cylinder oil is scraped from the cylinder liner surfaces and deposited in - 1.0mm. When the load returns to zero, the air pressure forces the barrier back
the scavenge air box. This oil, which contains carbon from combustion, must against the oil and it flows through the check valve to the primary chamber d) Reset the control valves according to the order specific sequence
QGTC
be drained, otherwise there will be a risk of a fire inside the air box. There is until the pressure equalises at 4.0 bar. diagram.
a direct drain from this to the respective scavenge air box drain tank, and the
inlet valve OL242F (starboard engine) and OL243F (port engine) to these tanks The internal pistons have a stroke indicator and a position pin fitted to allow e) Reset the clutch alarm system.
should under normal operations always be left open. for external sighting of their relative positions. The stroke indicator has three
coloured bands, red-green-red, and interrelates with the position pin. When The disengagement process is now completed.
Both of the scavenge air box drain tanks are fitted with high level alarms and initially set up the two should be of equal external length with the green band
can be pumped out by the sludge pump as detailed in Section 2.9 of this manual. section of the stroke indicator visible. If it is the intention to undertake any maintenance work on the main engine, the
The tanks are also equipped with a steam injection connection for cleaning following warning MUST be adhered to:
purposes and a special vent line is provided for use during steam cleaning A service panel, incorporating the pressure manifold, is provided for two
operations. Isolation valves are fitted to the vent lines and should be kept closed bracing units. The panel comprises an air filter, air inlet connection, oil inlet WARNING
during normal operations, VA104F (starboard) and VA107F (port). connection, vent/bleed connections and air/oil pressure gauges. A handpump To avoid injury to personnel, it is not recommended to work on a
is also provided for filling the bracing unit with hydraulic oil. The bracing unit main engine with the clutch disengaged and the shaft freewheeling. All
and panel are shown in the accompanying photographs. crankcase maintenance at sea MUST only ever be carried out with the
Piston Rod Stuffing Box Drain Oil System clutch disengaged and the SHAFT LOCKED.
Oil from the crankcase is scraped from the piston rod by the piston rod Lubrication of Freewheeling Intermediate Shaft Bearings on a
stuffing box. Oil from the scavenge air box is also scraped from the piston rod Stopped Main Engine Procedure for Lubricating Freewheeling Intermediate Shaft Bearings on
by means of a separate set of scraper rings in the stuffing box. The stuffing a Stopped Main Engine
box therefore, serves to seal the crankcase from the scavenge air box whilst Should the occasion arise whereby one of the main engines has to be stopped to To lubricate the intermediate shaft bearings with the main engine stopped and
allowing for movement of the piston rod. It also prevents oil from the crankcase comply with charterers requirements or to carry out essential maintenance, the the propeller shaft freewheeling, proceed as follows:
from entering the scavenge air box and contaminated oil from the scavenge LO supply to the intermediate shaft bearings will have to be changed over from
air box from entering the crankcase. Any oil which passes a particular set of the main engine LO pumps to the respective main engine LO transfer pump(s). a) Disengage the clutch as outlined in the procedure above, then
sealing/scraper rings enters a dead space in the stuffing box, and is drained This changeover will allow the main LO pumps to be shut down while ensuring set the respective LO transfer pump valves in accordance with
from there to the scavenge air box drain tank which is pumped out using the a continuous supply of oil to the shaft bearings. the following tables, depending on whichever main engine is to
sludge pump.
be stopped:

Starboard Main Engine b) When the main engine has stopped, isolate the starting system
and engage the main engine turning gear.
Open No.1 LO transfer pump starboard main engine LO OL013F c) Allow the main engine to cool down for at least 1 hour with the
sump tank suction valve main engine LO pump running.
Open No.1 LO transfer pump suction valve OL015F
Open No.1 LO transfer pump discharge valve OL017F d) Disengage the shaft clutch as outlined in the procedure above.
Closed No.1 LO transfer pump crossover valve to LO OL012F
storage tank rundown line e) Set up the LO transfer pump as in the respective table.
Closed No.1 LO transfer pump suction manifold valves OL049F
f) Stop the main LO pump, then start the LO transfer pump. The
OL136F
main discharge non-return valve from the main engine LO
OL023F
pump to the intermediate shaft bearing will close:
OL024F
Open No.1 LO transfer pump discharge valve to starboard OL025F • Valve OL248F for No.1 and No.2 intermediate shaft
bearings
SAMSUNG
stern tube drain tank
Closed Inlet valve to starboard stern tube drain tank OL038F • Valve OL249F for No.3 and No.4 intermediate shaft
Open No.1 LO transfer pump discharge valve to No.1 and OL046F bearings
No.2 intermediate shaft bearings
Open No.1 intermediate shaft bearing LO inlet valve OL215F WARNING
Open No.2 intermediate shaft bearing LO inlet valve OL217F As the main engine crankcase is classified as an enclosed space, it
Closed Discharge valve from No.1 main LO pump OL248F must be ventilated, and an entry form completed before any access is
attempted.
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Port Main Engine
Open No.2 LO transfer pump starboard main engine LO OL033F
sump tank suction valve
Open No.1 LO transfer pump suction valve OL035F
Open No.1 LO transfer pump discharge valve OL037F
Closed No.2 LO transfer pump crossover valve to LO OL028F
storage tank rundown line
Closed No.2 LO transfer pump suction manifold valves OL125F
OL137F
OL043F
OL044F
Open No.2 LO transfer pump discharge valve to port stern OL045F
tube drain tank
Closed Inlet valve to port stern tube drain tank OL122F
Open No.2 LO transfer pump discharge valve to No.3 and OL128F
No.4 intermediate shaft bearings
Open No.3 intermediate shaft bearing LO inlet valve OL235F
Open No.4 intermediate shaft bearing LO inlet valve OL236F
Closed Discharge valve form main LO pump OL249F

Illustration 2.8.3a Starboard Side Lubricating Oil Separating System OL553F OL551F OL
System (See System
250F 251F
Lubricating Oil OL
MM195 (43m3) (53.9m3) MM197 (18.3m3)
TT OL TT OL TIAH OL
181F 180F MM019 179F 40 40
TIAH TIAH
Purifier LI LS
Tank Tank Tank
Auto Auto V1
SAMSUNG
32 25 184F 183F OL171F
32 32 (37 Litres)
V1 OL OL OL OL187F
32 25 066F 060F 32 185F 32
065F OL020F
059F 32 070F DG224
65 65
OL068F OL188F TIAH
32 OL DG220
65 65 65 65
OL067F 018F OL022F
32
QGTC
LAL
To Starboard DG235
32 Stern Tube
OL Lubricating Oil No.2 Generator Engine
40 40
012F Drain Tank
32

OL OL OL OL
32 32 32 056F 057F 177F 017F OL019F

PP147 PP149 PP148 PP115 OL186F
DG124
PI PI PI PI
Main (1.35m3/h 4.0kg/cm2) DG120
32 32 32
DG135
OL049F
2.5kg/cm2)
050F 061F 052F 097F 174F 098F 015F 136F 023F 024F
To Sludge 80 80 Key

2.8.3 Lubricating Oil Separating Systems Generator Engine Lubricating Oil Separator Supply Pumps The four generator engine separators would be connected to and used to clean
the LO of the running generator engines and are run as and when required. A
typical set-up would be:
Main Lubricating Oil Separators No. of sets: 4
• No.1 generator engine LO separator is connected to the No.2
Manufacturer: Alfa Laval Model: NHG-2MT
diesel generator engine sump
Model: PA625 Type: Horizontal, gear
• No.2 generator engine LO separator is connected to the No.1
No. of sets: 2 Capacity: 1.35m³/h at 2.5kg/cm²
Capacity: 2,700 litres/h on SAE 30 oil Motor: 0.75kW, 440V, 1,200 rpm
• No.3 generator engine LO separator connected to the No.3
Separating temperature: 90°C normal (100°C maximum)
Control panel: EPC 50 Main Lubricating Oil Separator Heaters
Manufacturer: DongHwa Entec • No.4 generator engine LO separator connected to the No.4
Oil inlet pressure: 2.0 bar maximum at inlet
Oil outlet pressure: 2.5 bar maximum No. of sets: 2
Operating water: 2.0 bar minimum pressure, 6.0 bar maximum Type: Electric While the above connections would be the norm, crossover valves fitted to
Rating: 75kW
SAMSUNG
Operating water: 5°C minimum temperature, 55°C maximum the suction and discharge sides of all of the separator LO feed pumps will
Working air pressure: 5.0 bar minimum pressure, 7.0 bar maximum Capacity: 2.7m³/h allow different separators and pumps to be used on each engine, which may
be necessary if one of the separators or pumps has to be taken out of service
Bowl speed: 12,086 rpm at 60Hz for repair or maintenance. The valve arrangement on the discharge side of the
Motor: 6.4kW, 440V, IP54 Generator Engine Lubricating Oil Separator Heaters separators also allows the system to remove the oil from an engine’s sump and
Manufacturer: DongHwa Entec to discharge it after cleaning through separation to the settling tanks. It is also
No. of sets: 4 possible to centrifuge LO which has been pumped to the main LO settling
Generator Engine Lubricating Oil Separators
tanks and to discharge the oil back to the sump of the engine from which it
Manufacturer: Alfa Laval Type: Electric was originally taken.
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Model: PA615 Rating: 38kW
No. of sets: 4 Capacity: 1.35m³/h Note: It is not possible for the starboard separator feed pumps to take suction
Capacity: 1,350 litres/h on SAE 30 oil directly from the port main settling tank, nor can the port feed pumps take
suction directly from the starboard main settling tank.
Separating temperature: 95°C normal (100°C maximum) Introduction
Control panel: EPC 50 Whenever the main engines are running, the LO separator associated with
Oil inlet pressure: 4 bar maximum at inlet There are six centrifugal LO separators fitted, with three being located in that engine would normally be operating, taking LO from the sump tank and
each of the two purifier rooms on the port and starboard sides of deck 4 in the returning the oil back to the same sump after it had been processed. Similarly,
Oil outlet pressure: 2.5 bar maximum
engine room. No.1 main engine, No.1 and No.2 generator engine separators are the other LO separators would normally be cleaning the LO from their
Operating water: 2.0 bar minimum pressure, 6.0 bar maximum located in the starboard purifier room, while No.2 main engine, No.3 and No.4 associated generator engines whenever they are in operation.
Operating water: 5°C minimum temperature, 55°C maximum generator engine separators are located in the port side room.
Working air pressure: 5.0 bar minimum pressure, 7.0 bar maximum The LO separators, supply pumps and heaters are all located in the two purifier
Bowl speed: 9,307 rpm at 60Hz The separators are used for cleaning the main engine and generator engine LO rooms located on the port and starboard sides of the engine room at the 4th
systems and have their own dedicated supply pumps which draw oil from the deck level. Instrument air is supplied to the separators to control the supply
Motor: 3.7kW, 440V, IP 54 main engine sump tanks, the generator engine sump tanks or from the main of oil to the bowl and the automatic sludge discharge facility, while domestic
LO settling tanks. The arrangement of the separators together with their supply fresh water is supplied for bowl sealing and flushing purposes.
Main Lubricating Oil Separator Supply Pumps pumps and cross-connections are as detailed in illustration 2.8.3a above.
Manufacturer: Taiko Kikai Industries Co. Ltd. LO is supplied to the separator supply pump via a 32 micron suction filter. The
Under normal operations, one separator would be connected to and used to electric heater maintains a temperature of 90ºC (+/-5°C) for the main separators
No. of sets: 2 clean the LO of one main engine with the normal set-up being as follows: and 95°C for the generator engine separators. From the heater the LO flows
Model: NHG-3MT • No.1 main LO separator connected to the starboard main engine directly to the separator. After separation, the ‘clean’ LO is discharged back to
Type: Horizontal, gear sump the same main or generator engine sump tank from which it was taken.
Capacity: 2.7m³/h at 2.5kg/cm² • No2 main LO separator connected to the port main engine
Motor: 1.5kW, 440V, 1,200 rpm Emergency stop pushbuttons have been fitted outside each of the separator
sump
rooms for stopping the separators, pumps and fans in an emergency.

Illustration 2.8.3b Port Side Lubricating Oil Separating System Generator Engines Lubricating Oil Main Lubricating Oil
OL556F Accommodation Side Wall (Port) Purifier Heater(1.35m3/h) Purifier Heater(2.7m3/h)
OL555F OL557F
OL OL 65
System System (See
OL OL OL
TT TT TT
LI Heavy Fuel Oil LI Storage Tank LI LIAH LI Settling Tank LIAH TI LI
(53.9m3)
(36.9m3)
OL MM038 OL MM020
TIAH
OL MM021
TIAH
156F 157F 158F

40 To To To
40
Main Engine TI
25 32
SAMSUNG
32
OL V1 OL
32 32 160F
OL OL V1 OL
(37 Litres) OL164F 25 32
32 162F 32 081F 087F
OL OL V1 OL
OL090F 086F
091F 32 080F
PIAL
DG424
OL040F
OL OL089F
032F 32
TIAH OL165F
DG420 OL088F 32 32 32 32 32 32 32
65 65 65 65 To Port
OL042F 65 65
QGTC
Stern Tube 32
LAL
Drain Tank OL
32
No.4 Generator Engine 026F
037F 154F 078F 077F
RV4 RV4 RV4
No.4 No.3 No.2 Main
3.0 3.0 3.0
PIAL
Main
2.5kg/cm2)
DG320 Purifier Feed
40 40 40 Pumps 32 32 32

OL
196F
Bilge Oil Tank
Key 80 To Sludge
Steam

The Separator System WARNING Starboard Main Engine (Illustration 2.8.3c refers)
Care must be taken when operating the separator system. Hot oil is Position Description Valve
Liquid mixtures and solid/liquid mixtures can be separated by two methods; the
present and can result in serious injury if leakage occurs. There is a fire Open No.1 main separator LO supply pump suction OL014F
gravity field of a settling tank or the centrifugal field of a separator bowl. Both
risk from the presence of hot oil and all precautions must be taken to valves from the starboard main engine LO sump OL013F
systems rely on the product components having different densities. Since the
prevent a fire and to deal with any outbreak. The extinguishing system tank
centrifugal field of a separator is considerably more effective than the gravity
must be checked frequently.
field of a settling tank, it is usual practice to favour the centrifugal method. Open No.1 main separator LO supply pump suction OL050F
The centrifugal separation is improved when the difference in relative density valve
between the LO, water and solids are as great as possible, and the difference CAUTION Closed No.1 main separator LO supply pump suction OL061F
in relative densities can be increased if the temperature of the oil being treated Centrifuges operate on an automatic sludging system, but failure of the valve from storage/settling tank suction manifold
is raised. The manufacturer’s recommendations with respect to the operating system to effectively discharge sludge can cause overload and subsequent Open No.1 main separator LO supply pump discharge OL056F
temperatures should always be followed, but the norm for the temperature of breakdown of the bowl arrangement which rotates at high speed. After valve
the oil going to the separators is approximately 90ºC to 95°C. manual cleaning, care is needed to ensure that the bowl is assembled Closed No.1 main LO separator supply pump discharge OL058F
correctly, as incorrect assembly can result in disintegration at high valve to LO separator supply manifold
rotational speed. All operating and maintenance precautions stipulated
Separator Control System (EPC-50)
SAMSUNG
Set No.1 main LO separator heater bypass throttle OL059F
by the manufacturer in the maintenance manual must be observed.
valve
Control of the separators is via an EPC-50 electronic control unit which Open No.1 main LO separator heater inlet valve OL181F
supervises the separation system. At the inlet to the unit a temperature CAUTION
Operational No.1 main LO separator three-way valve V1
transmitter measures the oil temperatures and signals the control unit. A Care should be taken if a separator is used to separate LO in a settling
pressure transmitter provides an inlet pressure signal and a pneumatically tank to prevent cross-contamination of the oil with other systems. Open No.1 main LO separator three-way valve separator OL065F
controlled changeover valve recirculates oil until the separator operates. On the Although water and solids are removed from the LO during operation bypass valve
oil outlet side, a pressure transmitter measures the oil outlet pressure and sends of the separator, this is not so for chemical contaminants or bacteria. Open No.1 main LO separator clean oil outlet valve OL063F
the signal to the control unit from which the duty engineer can monitor the Frequent tests should be carried out on all lubricating oil systems and Open Separator discharge valve to main LO sump tank OL067F
QGTC
various operating parameters. A regulating valve allows for manual regulation any oil which is seriously contaminated must be replaced. Closed Separator discharge valves to main LO settling/ OL068F
of the back-pressure in the clean oil outlet. storage tanks OL070F
Procedure for Separating Oil from the Main Engine Lubricating Closed Starboard main engine sump tank filling valve OL095F
The separator bowl operates as a clarifier with the EPC-50 controller providing
from starboard storage/settling tanks
for the removal of water from the separator via discharge ports in the bowl Oil Sump Tank Back to the Same Main Engine Lubricating Oil
Open Operating fresh water supply valve
during a sludge discharge. The longer discharge interval and accurate control Sump Tank
of the discharge process, reduces the loss of oil during the sludge discharge Open No.1 main LO separator discharge valve to the OL400F
operation. To separate LO from the main engine sumps back to the same sump using the sludge tank
respective LO separators, pumps and electric heaters, proceed as follows:
Control of the separators is via an EPC-50 electronic control unit which Port Main Engine (Illustration 2.8.3d refers)
supervises the system. The control panel mode is preset with the selector a) Check and record the level of oil in the LO tanks and sumps.
switch being omitted on this model of controller. Position Description Valve
b) It has been assumed that all of the valves in the separating and Open No.2 main separator LO supply pump suction OL034F
transfer systems are initially closed. valves from the starboard main engine LO sump OL033F
tank
c) Open the control air valve and operating fresh water supply Open No.2 main separator LO supply pump suction OL071F
valve to the separator and ensure there is power available to the valve
separator’s controller. Closed No.2 main separator LO supply pump suction OL083F
valve from storage/settling tank suction manifold
d) Set the valves in accordance with the following tables:
Open No.2 main separator LO supply pump discharge OL077F
valve
Closed No.2 main LO separator supply pump discharge OL079F
valve to LO separator supply manifold
valve

Illustration 2.8.3c Starboard Main Engine Lubricating Oil Separating System OL553F OL551F OL
System (See System
250F 251F
Lubricating Oil OL
MM195 (43m3) (53.9m3) MM197 (18.3m3)
TT OL TT OL TIAH OL
181F 180F MM019 179F 40 40
TIAH TIAH
Purifier LI LS
Tank Tank Tank
Auto Auto V1
SAMSUNG
32 25 184F 183F OL171F
32 32 (37 Litres)
V1 OL OL OL OL187F
32 25 066F 060F 32 185F 32
065F OL020F
059F 32 070F DG224
65 65
OL068F OL188F TIAH
32 DG220
65 65 65 65
OL067F OL022F
32
QGTC
LAL
To Starboard DG235
32 Stern Tube
40 40
Drain Tank
32

OL OL OL OL
32 32 32 056F 057F 177F 017F OL019F

PP147 PP149 PP148 PP115 OL186F
DG124
PI PI PI PI
Main (1.35m3/h 4.0kg/cm2) DG120
32 32 32
DG135
OL049F
2.5kg/cm2)
050F 061F 052F 097F 174F 098F 015F 136F 023F 024F
To Sludge 80 80 Key

Position Description Valve o) Operating information may be displayed for various parameters Procedure for Separating Oil from the Main Engine Lubricating
by pressing the + pushbutton until the desired parameter is Oil Sump Tank to the Main Lubricating Oil Settling Tanks
Open No.2 main LO separator heater inlet valve OL158F
shown on the display.
Operational No.2 main LO separator three-way valve V1
The LO from the port and starboard main engine sumps can also be separated
Open No.2 main LO separator three-way valve separator OL086F p) Observe the operator panel LED information: to the port and starboard main LO settling tanks. The procedure for starting the
bypass valve separators is the same as that previously described, but the setting of the valves
• Heater in operation LED lit (green)
Open No.2 main LO separator clean oil outlet valve OL084F would need to be in accordance with the tables shown below.
Open Separator discharge valve to main LO sump tank OL088F • Separator system in operation LED lit (green)
Closed Separator discharge valves to main LO settling OL089F • Activated valve LED lit (green) To separate LO from the port or starboard main engine sumps to the port or
tank/storage tanks OL091F starboard main LO settling tanks using the associated separators, pumps and
Note: The manufacturer’s manual covering the operation of the separation electric heaters, proceed as follows:
Closed Port main engine sump tank filling valve from OL096F
port storage/settling tanks system must be consulted regarding operation of the system and the operator
panel display parameters. No part of the operating control system or the a) Check and record the level of oil in the LO tanks and sumps.
parameters must be changed without good reason, consulting the manual and
Open No.2 main LO separator discharge valve to the OL402F b) It has been assumed that all of the valves in the separating and
the authority of the engineer officer in charge.
SAMSUNG
sludge tank transfer systems are initially closed. It is also assumed that the
shore connection valves are closed and that the blanks are in
e) Ensure that the separator bowls have been assembled correctly To Stop the Separator place and secure.
and that the bowls and covers are secure.
a) Stop the system by pressing the SEPARATION pushbutton on c) Open the control air valve and operating fresh water supply
f) Check that the separator bowls are free to rotate. the operator panel. The stop sequence will be initiated and a valve to the separator and ensure there is power available to the
bowl sludge discharge initiated. separator’s controller.
g) Confirm that the separator gearbox oil levels are correct.
The separator will commence the shutdown sequence and then stop. Switch off
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h) Ensure that power is available, then start the feed pump from the Starboard Main Engine to the Starboard Main LO Settling Tank
the electric heater.
local starter in the purifier room. The oil flow may be read from Position Description Valve
• The yellow LED for the separator stop sequence starts to
the panel display. If necessary, set the desired flow by means of flash. Open No.1 main separator LO supply pump suction OL014F
the regulating valve. valves from the starboard main engine LO sump OL013F
• The stop sequence LED changes to a steady yellow, and the
tank
i) Ensure that the heater is operating by pressing the HEATER green LED for the separation system operation goes out.
Open No.1 main separator LO supply pump suction OL050F
pushbutton on the control panel.
b) Shut off the operating water supply valve. valve
j) Press the SEPARATION pushbutton to activate the EPC-50. Closed No.1 main separator LO supply pump suction OL061F
Allow the LO supply pump to continue circulating LO through the heater and valve from storage/settling tank suction manifold
k) Before the separator can be started the display asks a number of back to the sump for approximately one hour to prevent ‘coke’ build-up in the Open No.1 main separator LO supply pump discharge OL056F
questions which must be answered. A YES answer is indicated heater. valve
by pressing the + pushbutton and a NO answer by pressing the Closed No.1 main LO separator supply pump discharge OL058F
- pushbutton. c) Switch off power to the separator motor. valve to LO separator supply manifold
l) When all questions have been answered, press the SEPARATOR d) Close the clean oil outlet valve OL063F (No.1 main LO
valve
START pushbutton on the starter unit. separator) and OL084F (No.2 main LO separator).
Open No.1 main LO separator heater inlet valve OL181F
e) Stop the respective supply pumps and close the main LO sump Operational No.1 main LO separator three-way valve V1
m) When the separator is at full speed, ‘Start’ will be shown on
the operator panel display. The oil feed temperature may be suction valve(s) and the pump suction and discharge valves. Open No.1 main LO separator three-way valve separator OL065F
displayed by pressing the operator panel + button twice (90°C bypass valve
for the main engines and 95°C for the generator engines). f) Close the discharge valve to the main LO sump; OL067F to the Open No.1 main LO separator clean oil outlet valve OL063F
starboard main engine and OL088F to the port main engine. Closed Separator discharge valve to main LO sump tank OL067F
n) When the separator has reached the correct speed and oil feed Open Separator discharge valve to main LO settling/ OL068F
temperature, ‘Standby’ will be shown on the display. Press the g) When the separator(s) have stopped, apply the brake and
storage tanks
SEPARATION pushbutton to start the separation process. dismantle for cleaning if required.

Illustration 2.8.3d Port Main Engine Lubricating Oil Separating System Generator Engines Lubricating Oil Main Lubricating Oil
OL556F Accommodation Side Wall (Port) Purifier Heater(1.35m3/h) Purifier Heater(2.7m3/h)
OL555F OL557F
OL OL 65
System (See
System
OL OL OL
TT TT TT
LI Heavy Fuel Oil LI Settling Tank LI LIAH LI Settling Tank LIAH TI LI
(53.9m3)
(36.9m3)
OL MM038 OL MM020
TIAH
OL MM021
TIAH
156F 157F 158F

40 To To To
40
Main Engine TI
25 32
SAMSUNG
32
OL V1 OL
32 32 060F
OL OL V1 OL
(37 Litres) OL164F 25 32
32 162F 32 081F 087F
OL OL V1 OL
OL090F 086F
091F 32 080F
PIAL
DG424
OL040F
OL089F
32
TIAH OL165F
DG420 OL088F 32 32 32 32 32 32 32
65 65 65 65 To Port
OL042F 65 65
QGTC
Stern Tube 32
LAL
Drain Tank
32
No.4 Generator Engine
037F 154F 078F 077F
RV4 RV4 RV4
No.4 No.3 No.2 Main
3.0 3.0 3.0
PIAL
Main
2.5kg/cm2)
DG320 Purifier Feed
40 40 40 Pumps 32 32 32

OL
196F
Bilge Oil Tank
Key 80 To Sludge
Steam


Closed Separator discharge cross-connection valve OL070F Open Port main LO settling tank inlet valve OL029F Operational No.2 generator engine separator three-way valve V1
Open Separator discharge line valve to the main LO OL120F Closed Port main LO storage tank inlet valve OL028F Open No.2 generator engine separator three-way valve OL066F
storage/settling tanks Open Operating fresh water supply valve separator bypass valve
Closed Separator discharge line valve to the generator LO OL121F Open No.1 main LO separator discharge valve to the OL402F Open No.2 generator engine separator clean oil outlet OL064F
storage tanks sludge tank valve
Open Starboard main LO settling tank inlet valve OL009F Open Separator discharge valve to No.1 generator LO OL069F
Closed Starboard main LO storage tank inlet valve OL008F sump tank
Procedure for Separating Oil from the Generator Engine
Closed Port main LO settling tank inlet valve OL029F Open No.1 generator engine sump LO inlet valve OL186F
Sump Tanks Back to the Same Generator Engine Sump Tanks
Closed Port main LO storage tank inlet valve OL028F Closed No.2 generator engine separator discharge OL185F
(Illustrations 2.8.3e and 2.8.3f refer) crossover valves to No.1 main LO separator and OL070F
No.1 generator engine separator
Open No.1 main LO separator discharge valve to the OL400F To separate LO from the generator engine sumps back to the same sump tanks
sludge tank Open Operating fresh water supply valve
using the associated LO separators, pumps and electric heaters, proceed as
SAMSUNG
follows: Open No.2 separator discharge valve to the sludge tank OL401F
Port Main Engine to the Port Main LO Settling Tank
a) Check and record the level of oil in the LO tanks and sumps. No.2 Diesel Generator Engine (Illustration 2.8.3e refers)
Open No.2 main separator LO supply pump suction OL034F b) It has been assumed that all of the valves in the separating and Position Description Valve
valves from the port main engine LO sump tank OL033F transfer systems are initially closed. Open No.1 generator engine separator LO supply pump OL022F
Open No.2 main separator LO supply pump suction OL071F suction valve from No.2 generator engine sump
valve c) Open the control air valve and operating fresh water supply Open No.1 generator engine separator LO supply pump OL174F
valve to the separators and ensure there is power available to the
QGTC
Closed No.2 main separator LO supply pump suction OL083F suction valve
separator controllers. Closed Generator engine separator supply pump suction OL099F
valve from storage/settling tank suction manifold
Open No.2 main separator LO supply pump discharge OL077F manifold cross-connection valve
d) Set the valves in accordance with the following tables:
valve Closed No.1 generator engine LO separator supply pump OL098F
Closed No.2 main LO separator supply pump discharge OL079F suction valve from storage/settling tank suction
valve to LO separator supply manifold No.1 Diesel Generator Engine (Illustration 2.8.3e refers) manifold
Set No.2 main LO separator heater bypass throttle OL080F Open No.1 generator engine separator LO supply pump OL177F
valve discharge valve
Open No.2 generator engine separator LO supply pump OL021F
Open No.2 main LO separator heater inlet valve OL158F Closed No.1 generator engine LO separator supply pump OL178F
suction valve from No.1 generator engine sump
discharge valve to LO separator supply manifold
Operational No.2 main LO separator three-way valve V1 Open No.2 generator engine separator LO supply pump OL052F
Set No.1 generator engine LO separator heater bypass OL183F
Open No.2 main LO separator three-way valve separator OL086F suction valve
throttle valve
bypass valve Closed Generator engine separator supply pump suction OL099F
Open No.1 generator engine LO separator heater inlet OL179F
Open No.2 main LO separator clean oil outlet valve OL084F manifold cross-connection valve
valve
Closed Separator discharge valve to main LO sump tank OL088F Closed No.2 generator engine LO separator supply pump OL097F
Operational No.1 generator engine separator three-way valve V1
Open Separator discharge valve to main LO settling/ OL089F suction valve from storage/settling tank suction
manifold Open No.1 generator engine separator three-way valve OL184F
storage tanks separator bypass valve
Closed Separator discharge cross-connection valve OL091F Open No.2 generator engine separator LO supply pump OL057F
discharge valve Open No.1 generator engine separator clean oil outlet OL182F
Open Separator discharge line valve to the main LO OL126F valve
storage/settling tanks Closed No.2 generator engine LO separator supply pump OL058F
discharge valves to LO separator supply manifold OL178F Open Separator discharge valve to No.2 generator LO OL187F
Closed Separator discharge line valve to the generator LO OL127F sump tank
storage tanks Set No.2 generator engine LO separator heater bypass OL060F
throttle valve Open No.2 generator engine sump LO inlet valve OL188F
Closed Starboard main LO settling tank inlet valve OL009F
Open No.2 generator engine LO separator heater inlet OL180F
Closed Starboard main LO storage tank inlet valve OL008F
valve

Illustration 2.8.3e No.1 and No.2 Generator Lubricating Oil Separating System OL553F OL551F OL
System (See System
250F 251F
Lubricating Oil OL
MM195 (43m3) (53.9m3) MM197 (18.3m3)
TT OL TT OL TIAH OL
181F 180F MM019 179F 40 40
TIAH TIAH
Purifier LI LS
Tank Tank Tank
Auto Auto V1
SAMSUNG
32 25 184F 183F OL171F
32 32 (37 Litres)
V1 OL OL OL OL187F
32 25 066F 060F 32 185F 32
065F OL020F
059F 32 070F DG224
65 65
OL068F OL188F TIAH
32 DG220
65 65 65 65
OL067F OL022F
32
QGTC
LAL
To Starboard DG235
32 Stern Tube
40 40
Drain Tank
32

OL OL OL OL
32 32 32 056F 057F 177F 017F OL019F

PP147 PP149 PP148 PP115 OL186F
DG124
PI PI PI PI
Main (1.35m3/h 4.0kg/cm2) DG120
32 32 32
DG135
OL049F
2.5kg/cm2)
050F 061F 052F 097F 174F 098F 015F 136F 023F 024F
To Sludge 80 80 Key

Position Description Valve No.4 Diesel Generator Engine (Illustration 2.8.3f refers) Procedure for Separating Oil from the Generator Engine
Closed No.1 generator engine separator discharge OL185F Position Description Valve Sump Tanks to the Main Lubricating Oil Settling Tank
crossover valves to No.2 generator engine Open No.4 generator engine separator LO supply pump OL042F
separator discharge line The LO from the generator engine sumps can also be separated to the main
suction valve from No.4 generator engine sump
LO settling tanks. Care must be taken to ensure that the settling tank(s) are
Closed No.1 generator engine separator discharge valve to OL171F Open No.4 generator engine separator LO supply pump OL151F thoroughly cleaned out to avoid any cross-contamination of the lubricating oil
the LO storage/settling tanks suction valve grades. The procedure for starting the separators is the same as that previously
Open Operating fresh water supply valve Closed Generator engine separator supply pump suction OL199F described, but the setting of the valves and the other procedures would need to
Open No.1 separator discharge valve to the sludge tank OL435F manifold cross-connection valve be in accordance with the following.
Closed No.4 generator engine LO separator supply pump OL197F
No.3 Diesel Generator Engine (Illustration 2.8.3f refers) suction valve from storage/settling tank suction a) Check and record the level of oil in the LO tanks and sumps.
manifold
Position Description Valve Open No.4 generator engine separator LO supply pump OL154F b) It has been assumed that all of the valves in the separating
Open No.3 generator engine separator LO supply pump OL041F discharge valve and transfer systems are initially closed, and that the shore
suction valve from No.3 generator engine sump connection valves are closed and that blanks are in place and
SAMSUNG
Closed No.4 generator engine LO separator supply pump OL155F
Open No.3 generator engine separator LO supply pump OL073F secure.
discharge valve to LO separator supply manifold
suction valve Set No.4 generator engine LO separator heater bypass OL160F
Closed Generator engine separator supply pump suction OL199F c) Open the control air valve and operating fresh water supply
throttle valve valve to the separator and ensure there is power available to the
manifold cross-connection valve Open No.4 generator engine LO separator heater inlet OL156F separator’s controller.
Closed No.3 generator engine LO separator supply pump OL198F valve
suction valve from storage/settling tank suction Operational No.4 generator engine separator three-way valve V1
manifold No.1 Diesel Generator Engine
Open No.4 generator engine separator three-way valve OL161F
QGTC
separator bypass valve Position Description Valve
discharge valve
Open No.4 generator engine separator clean oil outlet OL159F Open No.2 generator engine separator LO supply pump OL021F
Closed No.3 generator engine LO separator supply pump OL079F valve suction valve from No.1 generator engine sump
discharge valve to LO separator supply manifold OL155F
Open Separator discharge valve to No.4 generator LO OL164F Open No.2 generator engine separator LO supply pump OL052F
Set No.3 generator engine LO separator heater bypass OL081F sump tank suction valve
throttle valve
Open No.4 generator engine sump LO inlet valve OL165F Closed Generator engine separator supply pump suction OL099F
Open No.3 generator engine LO separator heater inlet OL157F manifold cross-connection valve
Closed No.4 generator engine separator discharge OL162F
valve
crossover valves to No.3 generator engine Closed No.2 generator engine LO separator supply pump OL097F
Operational No.3 generator engine separator three-way valve V1 separator discharge line suction valve from storage/settling tank suction
Open No.3 generator engine separator three-way valve OL087F Closed No.4 generator engine separator discharge valve to OL173F manifold
separator bypass valve the LO storage/settling tanks Open No.2 generator engine separator LO supply pump OL057F
Open No.3 generator engine separator clean oil outlet OL085F Open Operating fresh water supply valve discharge valve
valve Closed No.2 generator engine LO separator supply pump OL058F
Open No.4 separator discharge valve to the sludge tank OL436F
Open Separator discharge valve to No.3 generator LO OL090F discharge valves to LO separator supply manifold OL178F
sump tank Set No.2 generator engine LO separator heater bypass OL060F
e) Ensure that all of the separator bowls have been assembled
Open No.3 generator engine sump LO inlet valve OL163F correctly and that the bowls and covers are secure. throttle valve
Closed No.3 generator engine separator discharge OL162F Open No.2 generator engine LO separator heater inlet OL180F
crossover valves to No.2 main LO separator and OL091F f) Check that the separator brakes are off and that the separator valve
No.4 generator engine separators bowls are free to rotate. Operational No.2 generator engine separator three-way valve V1
Open Operating fresh water supply valve Open No.2 generator engine separator three-way valve OL066F
Open No.3 separator discharge valve to the sludge tank OL403F g) Confirm that the separator gearbox oil levels are correct. separator bypass valve
The separators can now be operated in accordance with the procedures detailed Open No.2 generator engine separator clean oil outlet OL064F
for the main engine LO separators provided earlier in this section. valve

Illustration 2.8.3f No.3 and No.4 Generator Lubricating Oil Separating System Generator Engines Lubricating Oil Main Lubricating Oil
OL556F Accommodation Side Wall (Port) Purifier Heater (1.35m3/h) Purifier Heater (2.7m3/h)
OL555F OL557F
OL OL 65
System (See
System
OL OL OL
TT TT TT
LI Heavy Fuel Oil LI Settling Tank LI LIAH LI Settling Tank LIAH TI LI
(53.9m3)
(36.9m3)
OL MM038 OL MM020
TIAH
OL MM021
TIAH
156F 157F 158F

40 To To To
40
Main Engine TI
25 32
SAMSUNG
32
OL V1 OL
32 32 160F
OL OL V1 OL
(37 Litres) OL164F 25 32
32 162F 32 081F 087F
OL OL V1 OL
OL090F 086F
091F 32 080F
PIAL
DG424
OL040F
OL089F
32
TIAH OL165F
DG420 OL088F 32 32 32 32 32 32 32
65 65 65 65 To Port
OL042F 65 65
QGTC
Stern Tube 32
LAL
Drain Tank
32
037F 154F 078F 077F
RV4 RV4 RV4
No.4 No.3 No.2 Main
3.0 3.0 3.0
Pumps Oil Purifier No.4 No.3 No.2 Lubricating Lubricating (2,700l/h)
PIAL
4.0kg/cm2) (1.35m3/h (1,350l/h) (1,350l/h)
Main
2.5kg/cm2)
DG320 Purifier Feed
40 40 40 Pumps 32 32 32

OL
196F
Bilge Oil Tank
Key 80 To Sludge
Steam

Position Description Valve Position Description Valve No.3 Diesel Generator Engine
Closed Separator discharge valve to No.1 generator LO OL069F Closed No.1 generator engine LO separator supply pump OL178F Position Description Valve
sump tank discharge valve to LO separator supply manifold Open No.3 generator engine separator LO supply pump OL041F
Closed No.1 generator engine sump LO inlet valve OL186F Set No.1 generator engine L0 separator heater bypass OL183F suction valve from No.3 generator engine sump
Open No.2 generator engine separator discharge OL185F throttle valve Open No.3 generator engine separator LO supply pump OL073F
crossover valves to No.1 generator engine Open No.1 generator engine LO separator heater inlet OL179F suction valve
separator discharge line valve Closed Generator engine separator supply pump suction OL199F
Closed Purifier discharge valve to No.2 generator engine OL187F Operational No.1 generator engine separator three-way valve V1 manifold cross-connection valve
sump Open No.1 generator engine separator three-way valve OL184F Closed No.3 generator engine LO separator supply pump OL198F
Closed No.2 generator engine sump inlet valve OL188F separator bypass valve suction valve from storage/settling tank suction
Open Generator engine separator discharge valve to OL171F Open No.1 generator engine separator clean oil outlet OL182F manifold
storage/settling tanks valve Open No.3 generator engine separator LO supply pump OL078F
Open Separator discharge line valve to the main LO OL120F Closed Separator discharge valve to No.2 generator LO OL187F discharge valve
SAMSUNG
storage/settling tanks sump tank Closed No.3 generator engine LO separator supply pump OL079F
Closed Separator discharge line valve to the generator OL121F Closed No.2 generator engine sump LO inlet valve OL188F discharge valves to LO separator supply manifold OL155F
engine LO storage tanks Closed No.1 generator engine separator discharge OL185F Set No.3 generator engine LO separator heater bypass OL081F
Open Starboard main LO settling tank inlet valve OL009F crossover valves to No.2 generator engine throttle valve
Closed Starboard main LO storage tank inlet valve OL008F separator discharge line Open No.3 generator engine LO separator heater inlet OL157F
Closed Port main LO settling tank inlet valve OL029F Open Generator engine separator discharge valve to OL171F valve
Closed Port main LO storage tank inlet valve OL028F storage/settling tanks Operational No.3 generator engine separator three-way valve V1
Closed Port separator discharge line valve to the main LO OL126F Open Separator discharge line valve to the main LO OL120F Open No.3 generator engine separator three-way valve OL087F
QGTC
storage/settling tanks storage/settling tanks separator bypass valve
Closed Port separator discharge line valve to the generator OL127F Closed Separator discharge line valve to the generator OL121F Open No.3 generator engine separator clean oil outlet OL085F
engine LO storage tanks engine LO storage tanks valve
Open Operating fresh water supply valve Open Starboard main LO settling tank inlet valve OL009F Closed Separator discharge valve to No.3 generator LO OL090F
Closed Starboard main LO storage tank inlet valve OL008F sump tank
Closed Port main LO settling tank inlet valve OL029F Closed No.3 generator engine sump LO inlet valve OL163F
Note: When using the No.2 generator engine LO separator to transfer LO Closed Port main LO storage tank inlet valve OL028F Open No.3 generator engine separator discharge OL162F
to the main settling tank, the No.1 generator engine separator must be shut Closed Port separator discharge line valve to the main LO OL126F crossover valves to No.4 generator engine
down. storage/settling tanks separator discharge line
Closed Port separator discharge line valve to the generator OL127F Closed Purifier discharge valve to No.4 generator engine OL164F
engine LO storage tanks sump
No.2 Diesel Generator Engine
Open Operating fresh water supply valve Closed No.4 generator engine sump inlet valve OL165F
Position Description Valve Open Generator engine separator discharge valve to OL173F
Open No.1 generator engine separator LO supply pump OL022F storage/settling tanks
suction valve from No.2 generator engine sump Open Separator discharge line valve to the main LO OL126F
Open No.1 generator engine separator LO supply pump OL174F storage/settling tanks
suction valve Closed Separator discharge line valve to the generator OL127F
Closed Generator engine separator supply pump suction OL099F engine LO storage tanks
manifold cross-connection valve Open Port main LO settling tank inlet valve OL029F
Closed No.1 generator engine LO separator supply pump OL098F Closed Port main LO storage tank inlet valve OL028F
suction valve from storage/settling tank suction Closed Starboard main LO settling tank inlet valve OL009F
manifold
Closed Starboard main LO storage tank inlet valve OL008F
Closed Starboard separator discharge line valve to the OL120F
discharge valve
main LO storage/settling tanks


Closed Starboard separator discharge line valve to the OL121F Closed Separator discharge line valve to the generator OL127F Closed No.3 generator engine LO separator supply pump OL198F
generator engine LO storage tanks engine LO storage tanks suction valve from storage/settling tank suction
Open Operating fresh water supply valve Open Port main LO settling tank inlet valve OL029F manifold
Open No.3 separator discharge valve to the sludge tank OL403F Closed Port main LO storage tank inlet valve OL028F Closed No.2 main LO separator supply pump suction OL083F
Closed Starboard main LO settling tank inlet valve OL009F valve from storage/settling tank suction manifold
Note: When using the No.3 generator engine LO separator to transfer LO Closed Starboard main LO storage tank inlet valve OL008F Closed No.4 generator engine separator LO supply pump OL151F
to the main settling tank, the No.4 generator engine separator must be shut suction valve
down. main LO storage/settling tanks Closed Generator engine separator supply pump suction OL199F
manifold cross-connection valve
No.4 Diesel Generator Engine generator engine LO storage tanks Open No.4 generator engine separator LO supply pump OL154F
discharge valve
Position Description Valve Closed No.4 generator engine LO separator supply pump OL155F
Open No.4 separator discharge valve to the sludge tank OL436F discharge valve to LO separator supply manifold
SAMSUNG
suction valve from No.4 generator engine sump Set No.4 generator engine LO separator heater bypass OL160F
d) Ensure that all of the separator bowls have been assembled
Open No.4 generator engine separator LO supply pump OL151F throttle valve
correctly and that the bowls and covers are secure.
suction valve Open No.4 generator engine LO separator heater inlet OL156F
Closed Generator engine separator supply pump suction OL199F e) Check that the separator brakes are off and that the separator valve
manifold cross-connection valve bowls are free to rotate. Operational No.4 generator engine separator three-way valve V1
Closed No.4 generator engine LO separator supply pump OL197F Open No.4 generator engine separator three-way valve OL161F
suction valve from storage/settling tank suction f) Confirm that the separator gearbox oil levels are correct. separator bypass valve
manifold
QGTC
Open No.4 generator engine separator clean oil outlet OL159F
Open No.4 generator engine separator LO supply pump OL154F The separators can now be started and stopped in accordance with the valve
discharge valve procedures detailed for the main engine LO separators provided earlier in this
Open Separator discharge valve to No.4 generator LO OL164F
Closed No.4 generator engine LO separator supply pump OL155F section.
sump tank
discharge valve to LO separator supply manifold Open No.4 generator engine sump LO inlet valve OL165F
After allowing time for the LO to stand in the settling tanks, any water and
Set No.4 generator engine LO separator heater bypass OL160F Closed No.4 generator engine separator discharge OL162F
sludge that has accumulated can be drained from the tanks. A sample of the LO
throttle valve crossover valves to No.3 generator engine
should be taken and sent ashore for analysis. If the oil is deemed suitable for
Open No.4 generator engine LO separator heater inlet OL156F further service it should be returned to the generator engine from which it was separator discharge line
valve taken via the LO separator. On no account should the LO be returned to any Closed No.4 generator engine separator discharge valve to OL173F
Operational No.4 generator engine separator three-way valve V1 other engine or be used to top-up other engine sumps. A typical valve line-up the LO storage/settling tanks
Open No.4 generator engine separator three-way valve OL161F for returning the LO to a generator engine sump is detailed below; this line-up Open Operating fresh water supply valve
separator bypass valve is for the No.4 generator engine via the No.4 generator engine LO separator. Open No.4 separator discharge valve to the sludge tank OL436F
Open No.4 generator engine separator clean oil outlet OL159F
valve Position Description Valve After the transfer is complete the No.4 separator should be changed back
Closed Separator discharge valve to No.4 generator LO OL164F Open Port main LO settling tank outlet valve OL002F to normal duty, operating to take LO from No.4 generator engine sump
sump tank Closed Port main LO storage tank outlet valve OL030F and returning it to the same sump. The port main LO settling tank must be
Closed No.4 generator engine sump LO inlet valve OL165F Closed No.2 LO transfer pump suction valve from OL125F thoroughly cleaned before use with the other generator engine or the port main
Closed No.4 generator engine separator discharge OL162F settling/storage tank suction manifold engine.
crossover valves to No.3 generator engine Closed Port main engine sump tank inlet valve from OL196F
separator discharge line settling/storage tank suction manifold CAUTION
Open No.3 and No.4 generator engine separator OL173F Open No.4 generator engine LO separator supply pump OL197F Care should be taken if a separator is being used to separate LO to or
discharge valve to storage/settling tanks suction valve from storage/settling tank suction from a settling tank to prevent cross-contamination of the oil with other
Open Separator discharge line valve to the main LO OL126F manifold systems.
storage/settling tanks

Illustration 2.8.4a Starboard Stern Tube Lubricating Oil System

PAL PI PI DPI
FM1 PI
MM001 V5 V2 V1
V4 From General
Service Air
V3 V10
V7 PI
3MU V6
1.0 ~ 2.0m Above Shaft
Centre Line V9
LC VA108F From Fresh
Water Service
V8
No.1 Air Control Unit (Starboard)
OL352F
LC OL337F Set 2.5kg/cm2
TI PI
LAH
SAMSUNG
MM042
PI OL336F
Stern Tube LC
OL355F LAL TI
MM042
OL331F OL332F Stern Tube
Lubricating
Oil Tank Unit
No.1 No.2 No.3 No.3s No.4 No.5 (100 litres)
OL329F TI PI No.1 OL333F
Stern Tube
Lubricating
OL330F Oil Cooler
TI PI
(Starboard)
QGTC
TIAH TIAH
MM005 MM005
OL334F OL328F
x2 x2
OL377F OL375F XA
PP058
Set
PS Auto 1.5kg/cm2 Set
CH-VR
3.5kg/cm2
LC
Oil Reservoir PI PI
(10 Litres) OL343F
PI LC OL345F
Low Alarm To Engine Key
Control OL326F MC
No.2 OL322F
Normal Operating Level PP060
LAHL
Room Set Stern Tube Fresh Water
TI MM044 3.5kg/cm2 Lubricating Oil
PI LAH
No.1 Drain Pumps Air
400-500mm Collection
MM003
Unit
PI PI (2.0m3/h x 3kg/cm2)
Oil Drain Lubricating Oil
LC OL341F (10 Litres)
FC
MC
Electrical Signal
OL325F No.1 OL321F
PP059
Circulator
Coaming with Drain Plug OL327F LC OL320F
Propeller Shaft To No.1 and No.2 Propeller Shaft

Intermediate Bearings OL046F To/From No.1 Lubricating Oil
(See Illustration 2.8.2a) OL047F
Transfer Pump
OL038F
Spool Piece For Flushing Filter Tank Top (Starboard)
LAH
MM040 Stern Tube Lubricating Oil Drain Tank
(Starboard) (2.4m3)
Forward Stern Seal

2.8.4 Stern Tube Lubricating Oil System into the stern tube, which would result in contamination of the system with the air is directed to the void space between seals No.2 and No.3 and then flows
consequent damage to the bearings and the onset of corrosion. out to sea through seals No.2 and No.1 as shown in illustration 2.8.4c. The air
line pressure then corresponds with the external sea water pressure, plus the
Stern Tube Seals
pressure lost through the seals which is approximately 0.2 bar. Any change in
Manufacturer: Kobelco Eagle Marine Engineering Co Ltd Stern Tube Lubrication draught of the ship is automatically detected by the air control unit and the air
Type: Simplex compact synthetic rubber lip seals supply regulated accordingly. The leakage past the No.2 and the No.1 sealing
The stern tube bearing lubricating systems are independent of other systems rings will be dependent on the general condition of the seals and the condition
Model: AX-710 (forward seal - 2 ring) and there are three systems for each stern tube, one for the bearings, one for of the surface on the liner. Any oil or sea water that may be present in this
AX-710 (aft seal - 4 ring) the aft seal assembly and one for the forward seal assembly. All of these use space is drained down to the 10 litre drain collecting tank. This is fitted with a
the same grade of oil. level switch and a high level alarm that connects to the IAS and warns the duty
Stern Tube Air Seal Control Unit engineer of any seal leakage problems. If the tank contains sea water, seal No.1
The stern tube bearings are lubricated by oil circulated in a closed loop circuit and No.2 are leaking, but if it contains LO then it is seal No.3 that is leaking.
Manufacturer: Kobelco Marine Engineering Ltd. that can be seen in illustrations 2.8.4a and 2.8.4b. The oil is pumped by one of
No of sets: 1 per stern tube the two LO pumps through a cooler to the underside of the stern tube via two In the event of there being a problem with the air seal flow regulating system
lines. The oil then passes through the stern tube and around the bearings back it can be switched over at the control panel via the changeover switch from
SAMSUNG
to the stern tube LO tank, which has a capacity of 100 litres and is situated MAIN to SUB. This will operate the changeover valve and the back-up system
Stern Tube Bearings between one and two metres above the centre line of the propeller shaft. The will come into operation.
Manufacturer: Kobelco Eagle Marine Engineering Co Ltd outlet pipe from the tank is connected to the suction side of the two stern tube
Material: Cast iron with white metal LO pumps and provides a positive head on the pumps which are mounted at An oil supply flows to the space between the two inner stern tube seals rings,
the engine room floor plate level. One pump will be operating and the other No.3 and No.3S. The oil return pipe from this seal chamber is directed back
switched to standby, ready to start if the operating pump fails. The oil cooler to the LO tank. A natural oil circulation is set up when the shaft turns, thus oil
Stern Tube Lubricating Oil Pumps is circulated with water from the central fresh water cooling system, but the flows through the seal space. The LO tank is fitted with a high and low level
Manufacturer: Taiko Kikai Industries Co. Ltd. stern tube assembly passes through a tank which is filled with water from the alarm. The space between seal rings No.1 and 2 is filled with lubricating oil
domestic fresh water system, so this also provides cooling to the oil and the during the commissioning stage but has no direct link to the piped lubricating/
No. of sets: 2 per stern tube
QGTC
stern tube. sealing system.
Type: Horizontal gear
Model: NHG-2MT It is essential that an adequate supply of oil is maintained to the stern tube to The lubricating oil pressure in the stern tube is controlled by the air control
Capacity: 2.0m3/h at 3.0 bar reduce friction and to carry away the heat. The oil in the stern tube system unit which supplies air at a reduced pressure to the space between No.2 and
Motor: 440V, 0.75kW, 60Hz 1,200 rpm should be periodically sampled and tested to ensure that its properties are No.3 seals of the aft seal, and also to the top of the stern tube lubricating oil
still within the manufacturer’s specification. The presence of any water in tank. As previously detailed, the air to the seal chambers is vented to sea and
the oil will indicate leakage at the after stern seal and this will be detected any change in the vessel’s draught is detected by the air control unit. The unit
Stern Tube Lubricating Oil Cooler by the presence of sea water in the drain collecting tank. The presence of any will then automatically adjust the air pressure to the stern tube lubricating oil
Manufacturer: Alfa Laval metal particles in the oil will indicate a breakdown of either the forward or aft tank, and this will increase or decrease the oil pressure to the stern tube to the
propeller shaft bearings. optimum value. A relief valve fitted to the stern tube lubricating oil tank is set
No. of sets: 1 per stern tube system
to operate at 2.5kg/cm2.
Type: Plate
Capacity: 2.0m³/h LO side, 5.0m³/h water side Aft Stern Seal
Forward Seal Assembly
The aft seal consists of three parts, the four rubber lip sealing rings, the
Introduction metal housing holding the sealing rings, and a liner which rotates with the The forward stern seal consists of two sealing rings that both face aft. The
propeller shaft. The four simplex seals are all made from synthetic rubber and chamber between the seals is supplied with oil from a small header tank,
Because of the twin propulsion arrangement, the vessel has been fitted with two are configured as shown in illustration 2.8.4c. The aftermost sealing ring is approximately 10 litre capacity situated on the aft bulkhead of the engine room,
independent stern tube LO and seal systems as shown in illustrations 2.8.4a and designated No.1 and faces outwards, as does No.2, while seal ring No.3 and so that the normal oil level in the tank is 400-500mm above the propeller shaft
2.8.4b. The systems are identical in their arrangement and in how they operate, No.3S face forward. Seals No.1 and No.2 are designed to seal against the sea centre line. The header tank is also fitted with a filling cap, a high and low level
with the only change of note being the different valves numbers used. water while the other two are used to seal against the oil held inside the stern alarm and an oil sight glass for minimum and maximum level indication. Three
tube. pipes connect the forward seal header tank to the forward seal chamber. The
The stern tube assemblies, along with their forward and aft seals, are designed centre pipe leading down from the header tank provides a static head for the
to provide support for the propeller shafts in two oil lubricated bearings and to This aft seal unit utilises an air sealing system between the oil and sea water seal. The two pipes connected to the sides of the header tank form part of the
prevent the leakage of oil from the stern tubes into the engine room and into and operates by having compressed air supplied between the No.2 and No.3 circulating system set-up when the shaft is rotating.
the sea. The aft stern seals are also required to prevent the ingress of sea water seals. The air is pressurised to a nominal pressure by the air control unit and
has its flow regulated before being supplied to the seal. The constant flow seal

Illustration 2.8.4b Port Stern Tube Lubricating Oil System

PAL PI PI DPI
FM1 PI
MM002 V5 V2 V1
V4 From General
Service Air
V3 V10
V7 PI
3MU V6
Centre Line V9
Water Service
V8
No.2 Air Control Unit (Port)
OL379F Set 2.5kg/cm2

LC OL365F
TI PI
LAH
SAMSUNG
MM043
PI OL364F
Stern Tube OL359F LC
OL383F LAL TI
MM043
OL360F Stern Tube
Lubricating
Oil Tank Unit
Stern Tube
OL358F Lubricating
TI PI Oil Cooler
(Port)
QGTC
TIAH TIAH
MM006 MM006
OL362F OL356F
x2 x2
OL378F OL376F XA
PP061
Set
1.5kg/cm2
PS Auto Set
CH-VR 3.5kg/cm2
LC
Oil Reservoir PI PI
(10 Litres) OL373F OL371F
To Engine PI LC
Low Alarm Key
Control OL354F MC
No.4 OL349F
Room PP063
Normal Operating Level Set Stern Tube Fresh Water
LAHL
TI MM044 3.5kg/cm2 Lubricating
PI LAH No.1 Drain Oil Pumps Air
400-500mm MM004 Collection PI PI (2.0m3/h x 3kg/cm2)
Unit Lubricating Oil
Oil Drain LC OL369F (10 Litres)
FC
MC
Electrical Signal
OL353F No.3 OL348F
PP062
Circulator
Coaming with Drain Plug OL355F LC OL347F
Propeller Shaft To No.3 and No.4 Propeller Shaft

Intermediate Bearings To/From No.2 Lubricating Oil
OL046F OL048F
(See Illustration 2.8.2b) Transfer Pump
Spool Piece For Flushing Filter OL038F

Tank Top (Port)
LAH
(Port) (2.4m3)
Forward Stern Seal

A circulator is fitted between the two seals and forms a pumping action when Position Description Valve Position Description Valve
the propeller shaft rotates. The two pipes allow for ahead and astern rotation of
Open Valves on the stern tube outlet piping OL335F Open Oil cooler inlet/outlet valves OL356F
the shaft. The cooling of the oil is by convection from the corrugated surface
OL336F OL357F
of the header tank.
Closed System drain valves OL341F Closed Oil cooler bypass valve OL358F
OL343F Set Three-way valve on the oil pressure unit set on OL359F
Procedure for Priming with Oil of the Stern Tube Bearing and Closed System sample valve OL345F stern tube side
the Aft Seal Lubricating Oil Systems Open Circulating line vent/header valve OL337F Open Valves between the oil pump unit and the stern OL362F
Closed Stern tube vent valve VA108F tube OL378F
a) Confirm that all of the instrumentation valves are open and that
Open Valves on the stern tube outlet piping OL363F
the instruments are reading correctly.
e) Assuming that the No.1 oil circulating pump is to be used in this OL364F
procedure, start the pump on the oil pressure unit and supply Closed System drain valves OL369F
b) Ensure that compressed air is available to the air control unit and
oil to the No.3/3S stern seal, the stern tube and bearings and OL371F
that power is available to the oil pressure unit module containing
to the stern tube LO tank. Switch the No.2 pump to automatic Closed System sample valve OL373F
the pumps. Confirm also that cooling water is being supplied to
standby.
SAMSUNG
the oil cooler on the oil pressure unit. Open Circulating line vent/header valve OL365F
f) Check the oil level on the stern tube LO tank and when the level Closed Stern tube vent valve VA109F
c) Take an oil sample for analysis to verify the condition of the
has reached the NORMAL LEVEL, stop the oil circulating
oil contained in the stern tube LO drain tanks. Check the tank e) Assuming that the No.3 oil circulating pump is to be used in this
pump.
levels. procedure, start the pump on the oil pressure unit and supply
g) Close valve OL337F on the stern tube circulating line and valve oil to the No.3/3S stern seal, the stern tube and bearings and
d) Check that there is sufficient oil in the forward stern tube LO to the stern tube LO tank. Switch the No.4 pump to automatic
OL320F on the oil pump suction line, then open valve OL333F
header tanks and replenish as necessary. standby.
on the outlet of the stern tube LO tank.
QGTC
No.1 Stern Tube (Starboard) h) Start the LO circulating pump again, but monitor the level in the f) Check the oil level on the stern tube LO tank and when the level
stern tube LO tank. If the level drops due to the presence of air has reached the NORMAL LEVEL, stop the oil circulating
Position Description Valve pump.
in the system, refill in accordance with the procedure already
Open Stern tube LO header tank vent valve described.
Closed Air supply valve to stern tube header tank OL352F g) Close valve OL365F on the stern tube circulating line and valve
i) Take an oil sample for analysis from the sampling connection at OL347F on the oil pump suction line, then open valve OL361F
Closed Stern tube LO header tank drain valve
regular intervals. on the outlet of the stern tube LO tank.
Closed Stern tube LO header tank outlet valve OL333F
Closed Stern tube LO header tank return valve OL332F h) Start the LO circulating pump again, but monitor the level in the
Open Oil pump unit suction valve from the stern OL320F No.2 Stern Tube (Port) stern tube LO tank. If the level drops due to the presence of air
tube LO drain tank in the system, refill in accordance with the procedure already
Closed LO transfer pump cross-connection valve OL047F described.
Open Stern tube LO header tank vent valve
Open Oil pump unit inlet/outlet valves OL321F
Closed Air supply valve to stern tube header tank OL379F i) Take an oil sample for analysis from the sampling connection at
OL325F
OL322F Closed Stern tube LO header tank drain valve regular intervals.
OL326F Closed Stern tube LO header tank outlet valve OL361F
Closed Oil pump unit bypass valve OL327F Closed Stern tube LO header tank return valve OL360F
Open Oil cooler inlet/outlet valves OL328F Open Oil pump unit suction valve from the stern OL347F
OL329F tube LO drain tank
Closed Oil cooler bypass valve OL330F Closed LO transfer pump cross-connection valve OL048F
Set Three-way valve on the oil pressure unit set to OL331F Open Oil pump unit inlet/outlet valves OL348F
stern tube side OL353F
Open Valves between the oil pump unit and the stern OL334F OL349F
tube OL377F OL354F
Closed Oil pump unit bypass valve OL355F

Illustration 2.8.4c Forward and Aft Stern Seal Arrangements
Aft Stern Seal Arrangement Forward Stern Seal Arrangement
Wear Down Flange

Gauge Ring
No.2 No3
SAMSUNG
Cover Ring Intermediate Intermediate Intermediate
(Two Parts) Ring Ring Ring
Mounting Clamp Ring

No.1
Strap Cover (Two Parts)
Intermediate
Ring Ring
Propeller Flange
Ring
QGTC
Air
1 2 3 3S 4 5
Liner Liner
Propeller Shaft Propeller Shaft
Rubber Ring Net Stopper Sealing Ring Sealing Ring Rubber Ring
(Two Parts)

Procedure for Normal Operation of the Stern Tube Bearing Position Description Valve Position Description Valve
and the Aft Seal Lubricating Oil Systems Open Valves on the stern tube outlet piping OL335F Closed Drain collection tank drain valve
OL336F Operational Drain collection tank air flow controller
The procedure below has assumed that the system is fully operational and
Closed System drain valves OL341F Closed Stern tube vent valve VA109F
previously filled with oil and any air vented.
OL343F
a) Confirm that all of the instrumentation valves are open and that Closed System sample valve OL345F f) Start the duty pump on the oil pressure unit and supply oil to the
the instruments are reading correctly. Closed Circulating line vent/header valve OL337F No.3/3S stern seal, the stern tube bearings, circulating the LO to
Open Air drain return from stern tube aft seal OL375F the stern tube LO header tank.
b) Ensure that compressed air is available to the air control unit and Open Drain collection tank inlet valve from aft seal
that power is available to the oil pressure unit module containing g) Ensure that the standby LO pump is set for automatic starting in
Closed Drain collection tank drain valve the event that the duty pump fails.
the pumps. Set the air control unit valves and system pressures
Operational Drain collection tank air flow controller
according to the details described below.
Closed Stern tube vent valve VA108F h) Take oil samples for analysis from the sampling connection at
c) Confirm that cooling water is being supplied to the oil cooler on regular intervals.
SAMSUNG
the oil pressure unit. No.2 Stern Tube (Port)
Air Control Unit
d) Check that there is sufficient oil in the stern tube LO tanks
and the forward stern tube LO header tank and replenish if Closed Stern tube LO header tank vent valve The control air panel is fitted with a switch that can change over operation
necessary. Open Air supply inlet valve to stern tube LO tank OL379F between the MAIN and SUB. The normal position for operation would be
Closed Stern tube LO header tank drain valve using the MAIN, but if there is a problem with the flow controller, the panel
e) Set the system valves according to the following tables: can be switched over for use on the secondary SUB system. This is identical to
Open Stern tube LO header tank outlet valve OL361F
the main line in its arrangement but has been supplied for emergency use.
Closed Stern tube LO header tank return valve OL360F
QGTC
No.1 Stern Tube (Starboard) Closed Oil pump unit suction valve from the stern OL347F
tube LO drain tank Procedure for the Preparation of the Stern Tube Seal Air Control Unit
Closed Stern tube LO header tank vent valve Closed LO transfer pump cross-connection valve OL048F a) The valves in the following list have been detailed and their
Open Air supply inlet valve to stern tube LO tank OL352F Open Oil pump unit inlet/outlet valves OL348F positions given, but they have been factory set and should not
OL353F require adjustment during normal operations.
Closed Stern tube LO header tank drain valve
OL349F
Open Stern tube LO header tank outlet valve OL333F OL354F No.1 (Starboard) and No.2 (Port) Air Control Units
Closed Stern tube LO header tank return valve OL332F Closed Oil pump unit bypass valve OL355F
Closed Oil pump unit suction valve from the stern OL320F Open Oil cooler inlet/outlet valves OL356F Position Description Valve
tube LO drain tank OL357F Open Control air supply valves V1, V2
Closed LO transfer pump cross-connection valve OL047F Closed Oil cooler bypass valve OL358F Closed Air filter bypass valve V10
Open Oil pump unit inlet/outlet valves OL321F Set Three-way valve on the oil pressure unit set to OL359F Closed Air line drain valve V3
OL325F stern tube side Open Pressure gauge and pressure alarm isolating valves V5, V6
OL322F
Open Valves between the oil pump unit and the stern OL362F Closed Air line drain valve V7
OL326F
tube OL378F Open Air supply valve to the stern tube LO header tank V8
Closed Oil pump unit bypass valve OL327F
Open Valves on the stern tube outlet piping OL363F Open Air control unit outlet valve to stern tube aft seal V4
Open Oil cooler inlet/outlet valves OL328F OL364F
OL329F Set Air control unit 3-way outlet valve set to stern tube 3MU
Closed System drain valves OL369F aft seal
Closed Oil cooler bypass valve OL330F OL371F Closed Water cleaning supply valve V9
Set Three-way valve on the oil pressure unit set to OL331F Closed System sample valve OL373F
stern tube side
Closed Circulating line vent/header valve OL365F
Open Valves between the oil pump unit and the stern OL334F
Open Air drain return from stern tube aft seal OL376F
tube OL377F
Open Drain collection tank inlet valve from aft seal

Illustration 2.8.4d Port Stern Tube Lubricating Oil System With ACU Failure
PAL PI PI DPI
FM1 PI
MM002 V5 V2 V1
V4 From General
Service Air
V3 V10
V7 PI
3MU V6
Centre Line V9
Water Service
V8
No.2 Air Control Unit (Port)
OL379F Set 2.5kg/cm2

OL365F
TI PI
LAH
SAMSUNG
MM043
PI OL364F
Stern Tube OL359F LC
OL383F LAL TI
MM043
OL360F Stern Tube
Lubricating
Oil Tank Unit
Stern Tube
OL358F Lubricating
TI PI Oil Cooler
QGTC
(Port)
TIAH TIAH
MM006 MM006
OL362F OL356F
x2 x2
OL378F OL376F XA
PP061
Set
1.5kg/cm2
PS Auto Set
CH-VR 3.5kg/cm2
LC
PI PI
PI LC OL373F OL371F
OL354F MC
No.4 OL349F
PP063 Key
For Sampling Set Stern Tube
3.5kg/cm2 Lubricating Air
PI LAH No.1 Drain Oil Pumps
MM004 Collection PI PI (2.0m3/h x 3kg/cm2) Lubricating Oil
Unit
LC OL369F (10 Litres) Electrical Signal
FC
OL353F MC OL348F
PP062 No.3
Coaming with Drain Plug OL355F OL347F
To No.3 and No.4 Propeller Shaft

Intermediate Bearings To/From No.2 Lubricating Oil
OL046F OL048F
(See Illustration 2.8.2b) Transfer Pump
Spool Piece For Flushing Filter OL038F

Tank Top (Port)
LAH
(Port) (2.4m3)

The following items should be checked on the air control units at regular g) Set the valve positions back to the normal operating position. Air Control Unit Failure
intervals:
• The differential pressure across the air inlet filters should not be Air Piping If the air control unit fails completely, the stern tube LO system can be operated
allowed to exceed 0.1MPa. as an oil circulation system. The following procedure assumes that the port
If the pressure differential between the air supply line shown on gauge P4 and system has failed in service.
• The air pressure on gauge P2 should normally read 0.3MPa. the drain line to the drain collecting unit becomes too great it will be necessary
to clean the lines out with fresh water. This operation must only be done when To operate the system in this mode, proceed as follows:
• The air pressure on gauge P3 should under normal operations
the propeller shafts have been stopped, but before introducing any water, it
read 0.0MPa, as this is for the standby/emergency system.
must be confirmed that the stern tube LO tank unit is loaded with compressed a) With the propeller shaft stopped, close the air supply valve 3MU
• The flow meter (FM1) should be set to regulate at between 35 air. This will ensure a positive pressure in the stern tube and prevent any water to the No.2/3 stern seal chamber.
and 40 litres/minute. contamination.
• The pressure recorded on gauge P4 should be between b) Close the drain valve OL376F from the No.2/3 stern seal
0.02~0.04MPa plus the sea water pressure at the propeller shaft To wash the lines out, proceed in accordance with the following: chamber to the drain collection tank unit.
centre.
a) Close valve V4 on the air control unit. This will allow air to be c) Stop the duty stern tube LO circulating pump, then alter the
SAMSUNG
maintained on the stern tube LO tank, but will isolate the line to listed valve positions in accordance with the following table:
Routine Maintenance Procedures the stern tube.
System Oil b) Turn the three-way valve 3MU from its normal operating
position to connect the fresh water to the stern tube. Closed Air control unit supply valve to the 100 litre OL379F
If the oil level in the stern tube and aft seal system drops during normal pressurised stern tube LO tank
operations it is important to check the contents of the drain collecting tank. c) Open the drain valve on the drain collecting unit, then slowly Closed Inlet valve to oil header tank OL364f
This tank should remain dry in normal operations and will only ever fill open the fresh water inlet valve and isolating valve V9 in the air Closed Stern tube LO tank outlet valve to stern tube LO OL361F
with sea water or lubricating oil if there is a problem with the stern seals as control unit and slowly purge the air line and the seal chamber pumps
QGTC
previously described. with water. Allow the water to flow for a few minutes until the Closed Stern tube LO tank inlet valve from stern tube OL364F
lines become clear. outlet system
If the system needs topping-up because of a low level of oil, proceed as
follows: Closed Stern tube inlet valve OL376F
d) When the cleaning has been completed, close valve V9, turn
Closed Air unit supply valve V4
valve 3MU back to its normal operating position, then slowly
a) With propeller shafts stopped, confirm there is sufficient oil in open valve V4. When all of the water used in the washing Open Suction valve from oil drain tank Ol347F
the stern tube LO drain tank to allow for the replenishment of process has been eliminated, close the drain collecting unit Open Sight glass line return line valve OL365F
the system(s). outlet valve. The system has now been cleaned and returned to
normal operation. d) Start the duty stern tube LO pump.
b) Stop the LO pump.
The pump is now drawing oil from the stern tube LO drain tank to supply
c) Open the oil circulating pump suction from the drain tank, Emergency Seal No.3S sealing oil to the No.3/No.3S seal chamber and to lubricate the stern tube
OL320F for the starboard stern tube and OL347F for the port bearings. The oil continually overflows back to the drain tank via the header
stern tube. Seal ring No.3S is designed to protect the stern tube seal assembly in the event line, which maintains a head of oil pressure on the system. The flow of return
should there be a failure of seal ring No.3. In normal operations, the seal ring oil can be checked in the sight glass.
d) Open the pump discharge valve to the stern tube header tank, No.3S is kept under a no load condition by maintaining an oil supply between
OL332F for the starboard stern tube and OL360F for the port seal rings No.3 and No.3S. To bring seal No.3S into operation the oil supply
Note: This mode of operation should only ever be used for a limited period
stern tube. and return valves must be closed. The seal will now operate under the aft seal
of time until repairs can be completed on the seals or the defective air control
circulating oil pressure.
unit at the earliest opportunity.
e) Change the three-way cock OL331F (starboard) and OL359F
(port) on the oil pump unit discharge line from the stern tube to
the LO header tank.
f) Start the LO pump. The tank(s) should now fill with oil and
when they are at the correct level, stop the LO pump.

Illustration 2.8.5a Shaft Clutch Hydraulic Circuit Diagram Filling Connection
Upper Deck
Key PSC
PSH PI
Propeller Shaft Clutch )
Lubricating Oil Throttle
)(C
Handpump Hydraulic Oil

D Storage Tank
A B For Shaft Clutch
(3.0m3)
PI LI OL
Oil Sump Tank 403 132F
Measuring Connection Measuring Connection
SAMSUNG
4th Deck (S)
A
Disengaging Clutch A B B
1 3 1 3
B Pressure Control a b a b
2 P T 4 2 4
PIAL PSL PI
Y1 Y3
) ) Engaging Clutch Measuring
Connection
Brake PSL PSH
QGTC
Main Engine 32 bar
Turning Gear
A B
1 3
a b
DPAH 2 P 4
Y2
)
Clutch Housing 40
Coupling Lubrication PI
3 bar
C
50 TI
)( )(
Oil Sump 150
M M
OL131F (Stbd)
35 bar 35 bar OL0133F (Port)
HP Pump HP Pump
50 40 50 40
OL130F (Stbd)
OL0134F (Port) LS
Oil Sump Tank
To No.1 LO Transfer Pump (Stbd)
To No.2 LO Transfer Pump (Port)

2.8.5 Shaft Clutch Lubricating Oil and Hydraulic Each power pack comprises of two electrically operated pumps which are
System mounted on the system reservoir. One pump will be operating as the duty pump
and the other will be switched to standby, ready to start if the duty pump fails
or if the operating pressure should fall. The system is equipped with electrically
Shaft Clutch operated valves to hydraulically control the engagement and disengagement
Manufacturer: Renk processes of the shaft clutch; the valves are operated by the clutch control
Type: PSC 225 system. A duplex type pressure filter is mounted on the system reservoir and
this is used to maintain the hydraulic oil in a clean condition. A filter clogged
indicator is fitted to allow the duty engineer to see if the in-service filter needs
Oil Supply Unit cleaning.
Manufacturer: Wesselmann
A pressure relief valve fitted on the discharge side of the pumps is set to open
Tank capacity: 1,900 litres
at 35 bar and is used to protect the system from over-pressure. Any oil that is
Pump manufacturer: Leistritz dumped by the relief valve is returned to the oil reservoir. A second relief valve
No of sets: 2 pumps per clutch is fitted to the system after the filters and this opens at 32.0 bar and returns the
SAMSUNG
Type: Submerged screw pumps excess to the reservoir. The oil inlet lines to the clutch housing are provided
with two test connections to allow testing of the system for correct operation.
Model: L3MF-60/96-IFOKS-W
Capacity: 257 litres/min A 3.0m³ storage tank is provided for replenishing the hydraulic power pack oil
Motor: ABB, 1,750 rpm, 60Hz, 25kW, 400V reservoirs. The storage tank is located on the 4th deck, starboard side, and has
Filter type: DU251.34210.25G.30.E.P.-.FS.8.-.AE40.33848.M a filling connection on the upper deck. A quick-closing outlet valve is provided
Capacity: 260 litres/min, 25μm and the power pack reservoirs are replenished by gravity via filling valves
OL131F starboard and OL133F port.
QGTC
Brake Unit The shaft brake is applied manually by operating a handpump. The pump
Manufacturer: Dellner hydraulic system is self-contained and incorporates a small hydraulic reservoir.
The shaft clutch and brake operations have been described in Section 2.1.7.
Type: SKD 4x125
Handpump: PMS 31-20
Operating pressure: 200 bar (normal)
280 bar (maximum)
Introduction
A shaft clutch and brake assembly has been mounted on each of the two
propeller shafts, and these are used to allow the main engines to have their
drives disengaged from the propeller and to provide a means of restraining the
shaft via the manually operated disc brake assembly.
The shaft clutch hydraulic oil system and its piping are mounted around the
outside of the propeller shaft clutch. The oil is pumped to the clutch by a
hydraulic pack and one power pack is provided for each shaft. The oil is then
used to:
• Lubricate all the bearings and gears inside the clutch housing
• Cool the heat-radiating surfaces
• Provide hydraulic pressure to both engage and disengage the
clutch as directed by the control system

Illustration 2.8.6a Lubricating Oil Drains System Hydraulic Oil Storage Tank
Incinerator Waste Oil Tanks Settling Water Drain Incinerator Waste Oil Tanks Coaming Incinerator Coaming Incinerator Room for Hydraulic Power
Emergency Generator From Mist Vent
and Marine Diesel Oil Tank Box (Port) Pack (Starboard) From Mist Vent
A Deck
Coaming Box (Starboard)
No.2 Auxiliary From Nitrogen Generator/Compressor Waste Oil Burning No.1 Auxiliary Hydraulic Power OL OL
Boiler Burner Coaming and Buffer Tank Coaming and Drains Equipment (WO Pump Boiler Burner Coaming Pack 434F 433F
and Heater)
2nd Deck
To Primary Dirty Bilge Tank
Inert Gas Marine Diesel Low Sulphur No.2 Heavy Fuel Oil Heavy Fuel Oil Cylinder Oil Cylinder Oil Generator Main Main Main Main Generator Cylinder Oil Cylinder Oil Heavy Fuel Oil Heavy Fuel Oil No.2 Marine Diesel
GCU Generator Oil Service Heavy Fuel Oil Heavy Fuel Oil Service Tank Settling Tank Storage Tank for Storage Tank Engine Lubricating Oil Lubricating Oil Lubricating Oil Lubricating Oil Engine Storage Tank Storage Tank for Settling Tank Service Tank Heavy Fuel Oil Oil Service
IGG Support GCU Marine Tank Storage Tank Storage Tank (Port) (Port) Low Sulphur (Port) Lubricating Oil Storage Tank Settling Tank Settling Tank Storage Tank Lubricating Oil (Starboard) Low Sulphur (Starboard) (Starboard) Storage Tank Tank
MDO Burner Ignition Diesel Oil (Port) (Port) (Port) Heavy Fuel Oil Settling Tank (Port) (Port) (Starboard) (Starboard) Storage Tank Heavy Fuel Oil (Starboard) (Starboard)
Supply DO DO Service (Port) (Port) (Starboard) (Starboard)
Pump Pumps Pumps Tank (Port)
OD OD OD OD OF OF OF OF OF OF OF OF OL OL OL OL OL OL OL OL OL OL OL OL OL OL OL OL OL OL OL OL OF OF OF OF OF OF OD OD
412F 411F 414F 413F 438F 437F 436F 435F 434F 433F 432F 431F 412F 411F 414F 413F 416F 415F 418F 417F 420F 419F 422F 421F 424F 423F 426F 425F 428F 427F 430F 429F 440F 439F 442F 441F 444F 443F 416F 415F
SAMSUNG
3rd Deck
Generator Generator Main

Engine Generator Generator Engine Engine Main Engine
Main Engine Heavy Engine Purifier Purifier Engine Generator Heavy Heavy Heavy
Heavy Fuel Oil Marine Workbench Workbench Fuel Oil Engine Fuel Oil Fuel Oil Fuel Oil
Fuel Oil Supply/ Diesel Oil Generator Engine (Port) (Starboard) Auto Filter Marine Supply/ Auto Filter Supply/
Main Engine Auto Filter Circulation Pumps Heavy Fuel Oil with Diesel Oil Circulation with Circulation Hydraulic Oil
Auxiliary Boiler Heavy Fuel Oil with Pumps and for No.3 Auto Filter with Starboard LO Bypass Filter Pumps Pumps Bypass Pumps Storage Tank
No.3 and 4 Port LO No.1 and 2
Heavy Fuel Oil/ Supply/Circulation Bypass Heaters and 4 Bypass Filter Purifier for No.1 Incinerator for No.1 and Heaters Filter and Heaters for
Purifier
Marine Diesel Oil Pumps and Heaters Filter for No.3 and 4 Generator for No.3 and 4 Heavy Fuel Oil Heaters
Diesel Oil Heaters Purifier Heavy Fuel Oil and 2 Diesel Oil and 2 for No.1 and for No.1 for No.1 Shaft Clutch
Generator Purifier Feed Transfer Room Purifier Feed Generator Serving Generator 2 Generator
Pumps and for No.2 for No.2 Generator Engines No.1 and 2 Main Main Engine
Pumps Purifier Pump (Starboard) Pumps Engines Pumps Engines Engines
Heaters Main Engine Main Engine Engines Engines Heavy Fuel Oil/ Engine
Room
No.3 and 4 No.1-3 Main Sludge
(Port) OF OF
QGTC
No.3 and 4 Port LO Heavy Fuel Oil/ Starboard LO No.1 and 2 Dewatering
428F 427F Lubricating Oil
Heavy Fuel Oil Purifier No.4-6 Main Purifier Heavy Fuel Oil Unit
Purifier
Purifier Heaters Heaters Lubricating Oil Heaters Purifier Heaters OL OL
Coaming Coaming Purifier Coaming Coaming Coaming 432F 431F
4th
Deck
Fuel Oil To Purifier Sludge Tank To Purifier Sludge Tank
No.2 Stern Tube No.4-6 Main Main Lubricating Oil No.1-3 Main No.1 Stern Tube
Lubricating Oil Lubricating Oil Auto Filter with Drain Tank Main Lubricating Oil Lubricating Oil
Bed Plate
Coaming No.2 Main Engine No.1 Main Engine
Bed Plate No.1 Lubricating Oil
No.3 and 4 Cooler No.2 Purifier Feed No.2 Bypass Filter Main Lubricating Oil Drain Drain Auto Filter with No.1 Purifier Feed Heavy Fuel Oil Cooler No.1 and 2
Stern Tube Heavy Fuel Oil Pumps Lubricating Oil for No.2 Coolers for (Pump (Pump Main Lubricating Oil Bypass Filter Lubricating Oil Pumps Transfer Pump Stern Tube
Lubricating Oil No.2 Main Engine High Main Engine Coolers for for No.1 Lubricating Oil
Transfer Pump Transfer Pump Main Engine Side)
Main Engine
Side) Transfer Pump
Pumps Pressure Heavy Fuel Oil No.1 Main Engine Main Engine Pumps No.1 Stern Tube
No.2 Stern Tube Heavy Fuel Oil
Bed Plate Leak Drains Bed Plate Lubricating Oil
Lubricating Oil Pre-Treatment Drains
Tank Unit Drain LAH Unit/Oil Water LAH Drain Tank Unit
(Exhaust MP060 Separator MS060 (Exhaust Side)
Side) Coaming
IMO Standard Bilge International Shore Incinerator Waste Oil Service Tank (3.5m3)
OF429F Connections With Blind Flanges
MC BG203F
PP130
Auto Stop Upper Deck TC TI TIAHL LAH
From Heavy Fuel Oil/ Lubricating T029 TI013 MM150 MM134
Oil Sludge Tank (Port)
PI PI LI
Key From Sludge
Dewatering Unit Waste Oil Circulating Waste Oil Grinding
Drains (0.5m3/h) BG251F
OF425F BG BG BG200F BG BG Pump Low Level Pump Low Level
Electrical Signal From Starboard Main Engine From Port Main 250F Sludge Pump 201F 202F 328F Stop Switch Stop Switch
Scavenge Air Box Drain Tank Engine Scavenge (10m3/h 4.0kg/cm2)
BG204F BG205F LS LS
Air Box Drain Tank TI OF OF
L013 L056
From Heavy Fuel Oil/Lubricating 422F 423F
Oil Sludge Tank (Starboard)
To Primary Dirty
Bilge Tank
Separated Bilge Oil Tank (26.5m3) From Bilge
Separator Pump To Separated Bilge Oil Tank
Reference Shipyard Drawing Number: MB 101.20(8/9) FO & LO Drains

2.8.6 Lubricating Oil Drains System Description Valve Procedure for Transferring Waste Oil from the Separated Bilge
No.2 starboard HFO storage tank OF444F Oil Tank to the Incinerator Waste Oil Service Tank
Sludge Pump Starboard diesel oil service tank OD416F
The following procedure assumes that the separated bilge oil drain tank is to be
Manufacturer: Taiko Kikai Industries Co. Ltd. Hydraulic oil storage tank for the hydraulic power pack OL434F transferred to the incinerator waste oil service tank using the sludge pump.
No. of sets: 1 Hydraulic oil storage tank for the shaft clutch OL432F
Type: Mono, motor-driven a) Check the quantity of oil in the separated bilge oil drain tank
Model: HNP-401 The sludge pump is used to transfer the contents of the separated bilge oil tank and in the incinerator’s waste oil service tank, then determine
up to the 3.5m³ incinerator waste oil service tank, where any water present is the quantity of waste oil to be transferred.
Capacity: 10m³/h at 4.0kg/cm² allowed to settle out before being drained via OF423F to the primary dirty
Motor rating: 440V, 3.7kW, 60Hz 1,800 rpm bilge tank. The separation process is aided by the provision of steam heating b) Check that the sludge pump suction filter is clear and that both
coils inside the tank which are fed from the 7kg/cm² steam service system. The shore connection valves are closed and securely blanked. Set the
tank is fitted with a high level switch that should automatically stop the sludge remaining valves in accordance with the following table.
Introduction
pump when the tank is full, but should this fail and the tank be inadvertently
overfilled, the tank will spill any excess oil back to the separated bilge oil tank
SAMSUNG
The separated bilge oil tank has a capacity of 26.5m³ and is used to collect the
via a sight glass.
waste and drain oil from the save-alls, scuppers, tanks and machines as shown Open Sludge oil transfer pump suction valve from the BG250F
in illustration 2.8.6a. The tank is fitted with a high level alarm that goes through separated bilge oil tank
The incinerator waste oil service tank is emptied by the waste oil circulating
to the ECR and vents via a 100mm diameter line that is led to the starboard Closed Sludge oil transfer pump suction valve from BG251F
pump or the waste oil grinding pump. To protect these pumps from running dry,
side of the upper deck. FO/LO purifier sludge tanks and purifier sludge
a low level cut-out switch has been fitted for each pump that will automatically
The tanks listed below are all fitted with self-closing test valves that drain down stop the pump when the level of oil in the tank drops below 200mm. The tanks
to the separated bilge oil tank and include fuel oil as well as LO tanks. For incinerator waste oil service tank has also been fitted with high temperature Open Sludge oil transfer pump discharge valve BG200F
completeness, all of the tanks have been included and their self-closing valve and high level switches that alarm through to the ECR to notify the duty Closed Sludge oil transfer pump discharge valves back BG201F
engineer of a problem.
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numbers provided. to the separated bilge oil drain tank BG202F
Open Incinerator waste oil service tank inlet valve BG203F
Further details and the operation of the incinerator and the auxiliary boilers to
Lubricating Oil Drain Valves burn waste oil are given in Section 2.14.7 and Section 2.2 of this manual. Closed Port shore connection valve
Closed Starboard shore connection valve
Description Valve
The sludge pump can take its suction from the following:
Inert gas generator diesel oil service tank OD412F
Port diesel oil service tank OD414F • Separated bilge oil drain tank c) Select LOCAL STARTER on the pump panel and start the
sludge pump from the local position by pressing the START
Low sulphur HFO storage tank OF438F • Port and starboard FO/LO purifier common sludge tanks
pushbutton. The pump also has the facility to be remotely
No.2 port HFO storage tank OF436F • Port and starboard main engine scavenge air box drain tanks started by selecting REMOTE STARTER on the local panel.
Port HFO service tank OF434F
Port HFO settling tank OF432F and can discharge to: d) When the desired quantity of waste oil has been transferred to
Port low sulphur cylinder oil storage tank OL412F • Separated bilge oil drain tank the incinerator waste oil service tank, stop the sludge pump and
close all valves associated with the transfer. The pump should
Port cylinder oil storage tank OL414F • Incinerator waste oil service tank be stopped automatically by the switch in the tank, but if oil is
Port generator engine LO storage tank OL416F seen to overflow through the sight glass back to the separated
• Port and starboard shore connections
Port main LO storage tank OL418F bilge oil drain tank, the pump must be stopped manually and the
Port main LO settling tank OL420F Note: The burning of LO sludge in the incinerator can present problems, automatic facility checked for faults.
Starboard main LO settling tank OL422F such as high temperatures due to the poor combustible nature of the LO. If
Starboard main LO storage tank OL424F excessive LO sludge is present in the separated bilge oil drain tank, ignition e) Complete the Oil Record Book with the necessary information
and a stable flame in the incinerator may be difficult to obtain. concerning the oil transfer.
Starboard generator engine LO storage tank OL426F
Starboard cylinder oil storage tank OL428F
Starboard low sulphur cylinder oil storage tank OL430F
Starboard HFO settling tank OF440F
Starboard HFO service tank OF442F

Illustration 2.8.6a Lubricating Oil Drains System Hydraulic Oil Storage Tank
Incinerator Waste Oil Tanks Settling Water Drain Incinerator Waste Oil Tanks Coaming Incinerator Coaming Incinerator Room for Hydraulic Power
Emergency Generator From Mist Vent
and Marine Diesel Oil Tank Box (Port) Pack (Starboard) From Mist Vent
A Deck
Coaming Box (Starboard)
No.2 Auxiliary From Nitrogen Generator/Compressor Waste Oil Burning No.1 Auxiliary Hydraulic Power OL OL
Boiler Burner Coaming and Buffer Tank Coaming and Drains Equipment (WO Pump Boiler Burner Coaming Pack 434F 433F
and Heater)
2nd Deck
To Primary Dirty Bilge Tank
Inert Gas Marine Diesel Low Sulphur No.2 Heavy Fuel Oil Heavy Fuel Oil Cylinder Oil Cylinder Oil Generator Main Main Main Main Generator Cylinder Oil Cylinder Oil Heavy Fuel Oil Heavy Fuel Oil No.2 Marine Diesel
GCU Generator Oil Service Heavy Fuel Oil Heavy Fuel Oil Service Tank Settling Tank Storage Tank for Storage Tank Engine Lubricating Oil Lubricating Oil Lubricating Oil Lubricating Oil Engine Storage Tank Storage Tank for Settling Tank Service Tank Heavy Fuel Oil Oil Service
IGG Support GCU Marine Tank Storage Tank Storage Tank (Port) (Port) Low Sulphur (Port) Lubricating Oil Storage Tank Settling Tank Settling Tank Storage Tank Lubricating Oil (Starboard) Low Sulphur (Starboard) (Starboard) Storage Tank Tank
MDO Burner Ignition Diesel Oil (Port) (Port) (Port) Heavy Fuel Oil Settling Tank (Port) (Port) (Starboard) (Starboard) Storage Tank Heavy Fuel Oil (Starboard) (Starboard)
Supply DO DO Service (Port) (Port) (Starboard) (Starboard)
Pump Pumps Pumps Tank (Port)
OD OD OD OD OF OF OF OF OF OF OF OF OL OL OL OL OL OL OL OL OL OL OL OL OL OL OL OL OL OL OL OL OF OF OF OF OF OF OD OD
412F 411F 414F 413F 438F 437F 436F 435F 434F 433F 432F 431F 412F 411F 414F 413F 416F 415F 418F 417F 420F 419F 422F 421F 424F 423F 426F 425F 428F 427F 430F 429F 440F 439F 442F 441F 444F 443F 416F 415F
SAMSUNG
3rd Deck
Generator Generator Main

Engine Generator Generator Engine Engine Main Engine
Main Engine Heavy Engine Purifier Purifier Engine Generator Heavy Heavy Heavy
Heavy Fuel Oil Marine Workbench Workbench Fuel Oil Engine Fuel Oil Fuel Oil Fuel Oil
Fuel Oil Supply/ Diesel Oil Generator Engine (Port) (Starboard) Auto Filter Marine Supply/ Auto Filter Supply/
Main Engine Auto Filter Circulation Pumps Heavy Fuel Oil with Diesel Oil Circulation with Circulation Hydraulic Oil
Auxiliary Boiler Heavy Fuel Oil with Pumps and for No.3 Auto Filter with Starboard LO Bypass Filter Pumps Pumps Bypass Pumps Storage Tank
No.3 and 4 Port LO No.1 and 2
Heavy Fuel Oil/ Supply/Circulation Bypass Heaters and 4 Bypass Filter Purifier for No.1 Incinerator for No.1 and Heaters Filter and Heaters for
Purifier
Marine Diesel Oil Pumps and Heaters Filter for No.3 and 4 Generator for No.3 and 4 Heavy Fuel Oil Heaters
Diesel Oil Heaters Purifier Heavy Fuel Oil and 2 Diesel Oil and 2 for No.1 and for No.1 for No.1 Shaft Clutch
Generator Purifier Feed Transfer Room Purifier Feed Generator Serving Generator 2 Generator
Pumps and for No.2 for No.2 Generator Engines No.1 and 2 Main Main Engine
Pumps Purifier Pump (Starboard) Pumps Engines Pumps Engines Engines
Heaters Main Engine Main Engine Engines Engines Heavy Fuel Oil/ Engine
Room
No.3 and 4 No.1-3 Main Sludge
(Port) OF OF
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No.3 and 4 Port LO Heavy Fuel Oil/ Starboard LO No.1 and 2 Dewatering
428F 427F Lubricating Oil
Heavy Fuel Oil Purifier No.4-6 Main Purifier Heavy Fuel Oil Unit
Purifier
Purifier Heaters Heaters Lubricating Oil Heaters Purifier Heaters OL OL
Coaming Coaming Purifier Coaming Coaming Coaming 432F 431F
4th
Deck
Fuel Oil To Purifier Sludge Tank To Purifier Sludge Tank
No.2 Stern Tube No.4-6 Main Main Lubricating Oil No.1-3 Main No.1 Stern Tube
Lubricating Oil Lubricating Oil Auto Filter with Drain Tank Main Lubricating Oil Lubricating Oil
Bed Plate
Coaming No.2 Main Engine No.1 Main Engine
Bed Plate No.1 Lubricating Oil
No.3 and 4 Cooler No.2 Purifier Feed No.2 Bypass Filter Main Lubricating Oil Drain Drain Auto Filter with No.1 Purifier Feed Heavy Fuel Oil Cooler No.1 and 2
Stern Tube Heavy Fuel Oil Pumps Lubricating Oil for No.2 Coolers for (Pump (Pump Main Lubricating Oil Bypass Filter Lubricating Oil Pumps Transfer Pump Stern Tube
Lubricating Oil No.2 Main Engine High Main Engine Coolers for for No.1 Lubricating Oil
Transfer Pump Transfer Pump Main Engine Side)
Main Engine
Side) Transfer Pump
Pumps Pressure Heavy Fuel Oil No.1 Main Engine Main Engine Pumps No.1 Stern Tube
No.2 Stern Tube Heavy Fuel Oil
Bed Plate Leak Drains Bed Plate Lubricating Oil
Lubricating Oil Pre-Treatment Drains
Tank Unit Drain LAH Unit/Oil Water LAH Drain Tank Unit
(Exhaust MP060 Separator MS060 (Exhaust Side)
Side) Coaming
IMO Standard Bilge International Shore Incinerator Waste Oil Service Tank (3.5m3)
OF429F Connections With Blind Flanges
MC BG203F
PP130
Auto Stop Upper Deck TC TI TIAHL LAH
From Heavy Fuel Oil/ Lubricating T029 TI013 MM150 MM134
Oil Sludge Tank (Port)
PI PI LI
Key From Sludge
Dewatering Unit Waste Oil Circulating Waste Oil Grinding
Drains (0.5m3/h) BG251F
OF425F BG BG BG200F BG BG Pump Low Level Pump Low Level
Electrical Signal From Starboard Main Engine From Port Main 250F Sludge Pump 201F 202F 328F Stop Switch Stop Switch
Scavenge Air Box Drain Tank Engine Scavenge (10m3/h 4.0kg/cm2)
BG204F BG205F LS LS
Air Box Drain Tank TI OF OF
L013 L056
From Heavy Fuel Oil/Lubricating 422F 423F
Oil Sludge Tank (Starboard)
To Primary Dirty
Bilge Tank
Separated Bilge Oil Tank (26.5m3) From Bilge
Separator Pump To Separated Bilge Oil Tank
Reference Shipyard Drawing Number: MB 101.20(8/9) FO & LO Drains

Procedure for Transferring the Fuel Oil/Lubricating Oil f) When all the sludge has been discharged to the shore facility,
Purifier Common Sludge Tanks to the Shore Connection on stop the sludge pump and close all valves associated with the
transfer. Refit the blank flange to the port shore connection as
Deck
soon as the shore side hose has been disconnected.
The following procedure assumes that the contents of the FO/LO purifier
g) Complete the Oil Record Book with the necessary information
common sludge tanks is to be transferred to the port shore connection using
the sludge pump. concerning the transfer.
a) Prior to the transfer, check the quantity of oil in the tanks and Tank Vents
confirm that the shore facility is able to accept this amount.
WARNING
b) Check that the sludge pump suction filter is clear, then set the
Any tank containing LO, HFO, DO or other volatile substance (such
valves in accordance with the following table:
as gas generated by sewage decomposition) must be vented to a safe
position. This prevents over-pressure in the tank which could result in
SAMSUNG
Position Description Valve damage and also reduces the risk of an explosion. Explosive gases must
Closed Sludge pump suction valve from the separated BG250F be released to atmosphere through an element which will prevent the
bilge oil tank blow-back of flame should the gases or vapours ignite after release.
Open Sludge pump suction valve from FO/LO purifier BG251F
sludge tanks and purifier sludge tanks These elements should be checked at intervals to ensure that they are correctly
Open Starboard FO/LO purifier common sludge tank OF424F in position and are not damaged. Any damage must be reported and the element
suction valve changed immediately.
Closed Port FO/LO purifier common sludge tank suction OF426F
All lines connecting tanks to the oil mist box must be clear without obstruction
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valve
to flow.
Closed Starboard main engine scavenge air box drain BG204F
tank suction valve
Closed Port main engine scavenge air box drain tank BG205F
suction valve
Closed Sludge dewatering unit feed pump suction valve OF425F
Open Sludge oil transfer pump discharge valve BG200F
Closed Sludge oil transfer pump discharge valves back BG201F
to the separated bilge oil drain tank BG202F
Closed Incinerator waste oil service tank inlet valve BG203F
Open Port shore connection valve
Closed Starboard shore connection valve
c) The valve for the connection not used must be closed and a
blank fitted to prevent accidental leakage.
d) Start the sludge pump and check for leakage.
e) When the starboard FO/LO purifier common sludge tank has

been emptied, close the suction valve and open the suction valve
on the port tank.

Illustration 2.9.1a Engine Room Bilge System 150

Bilge Well
Key Pretreatment Unit Port (1.7m3)
LAH BG526F BG524F
BG107 Drains
LAH Fresh Water Port Starboard MC
BG111 Air PI Auto St/Sp
BG BG Sea Water Upper PP119
017F LAH 015F Deck Hydrophore Tank (2m3)
BG LAH
BG109 Steam
009F 40 TI BG105
PI
Condensate To Incinerator 50
N1 PCHL
Aft Bilge Well No.2 Main Air BG Waste Oil Tank PP119 PI PI
Engine Sunken Cofferdam 15 040F
BG041F Port (1.9m )
3
Electrical Signal Air
Area Fwd Sunken
Area (Centre) LAH
BG038F 50 FD023F WS400F 200
From BG112 BG
Fresh Fire Jockey Pump 002F
(180m3/h x 9.0kg/cm2) 40 150
WG148F Water Oily Water Separator For Flushing
Service WG162F
Oil Sludge Dewatering Unit FD PI PI Main Sea Water
Content 024F Crossover
BG037F 15 From Fresh
Meter PI 150 Line
PI PI Water Service Dosage
OAH WG149F
15
Pump Heater FD016F WS063F
BG035F MM132 To Condensate
PS System Fire Pump 1000
SD007F 25 (180m3/h x 9.0kg/cm2)
Feed Pump MC
Overboard White Box Fail Safety System 25 PP122
Auto Start
Filter Filter Filter 40 50
SAMSUNG
Media Media Media
Flocculation Tank Oil Descaler From Hot
FS Water
XI 15 From Steam Service Disch PS No.2 Bilge, Fire and
BG PI System Auto General Service Pump
Bilge Water Pump
315F Stop (270/151m3/h x 3.5/9.0kg/cm2) 200
BG XC Sludge Preheater
150 MC
314F Air Pump OF425F PIAL
Circulation From Purifier PI PP121 PI
MM029 FD005F BG020F
Discharge Tank Sludge Tank
BG337F 150
Pump
From Port Fuel Oil 65 From Starboard FD020F BG019F
65
BG BG / Lubricating Oil Fuel Oil / Lubricating
150
336F 346F Dosage Unit Air Sludge Tank OF426F OF424F Oil Sludge Tank To Fire and
65 Deck Wash
BG Circulation Pump 50 BG101F WS062F
Sampling 347F 25 25
BG312F 250
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Feed Pump 200 No.1 Bilge, Fire and
BG325F 40 40
General Service Pump
(270/151m3/h x 3.5/9.0kg/cm2) From Fresh
Water Tank
For Flushing 200 MC Starboard
PI PP120 PI WG301F For Water
40 25 FD004F
WG164F Spray Line
50 To Engine 150 Rinsing
50
Room
BG303F BG335F FD017F No.1 BG018F
PS BG202F To Ballast
MC 150 150
50 BG326F BG328F BG200F Eductor
50 PP177
BG304F BG338F Overboard BG100F WS061F
XA Auto
MC 40 Engine Room Bilge BG201F
PP176 CH-VR PI PI PI
PP178 Bilge Pump Separator Pump MC For Ballast Eductor
Primary Dirty (5m3/h x 3kg/cm2) (5m /h x 4kg/cm2)
3
PP130 To Water Driving Water Supply
BG344F BG345F Bilge Tank (5m3)
S S S
BG319F Spray
PI PI 200
BG321F MC MI
BG320F PI PI Sludge PI MC
No.1 No.2 PP127 40 PP129 FD
Clean Water Drain S S 50 Pump Auto 018F PI HV023 PI
Discharge Pump BG BG 50 (10m3/h x Stop
65
(12m3/h x 2.5kg/cm2) 318F 317F 4kg/cm2) 300 150
50 50
65
50 Waste Oil FD FD002F FD001F WS060F
PI PI Auto To Cofferdam BG332F
BG300F Tank High 003F Water Spray Pumps
ST/SP BG301F Vent TI
50
Level (750m /h x 9.0kg/cm )
3 2
Main Sea Water
From Incinerator (Port)
LAH LI TI Crossover
BG110 BD006 Waste Oil BG
Tank Overflow BG251F Line
BG340F BG341F 323F
LAH To Cofferdam 65
65 From Starboard ME Scavenge Air Box Drain Tank
BG113 Vent BG
65
Emergency Fire (Starboard) 333F BG250F From Port ME Scavenge Air Box Drain Tank
Pump Recess
30 Bilge Well
65 50 BG 25 Starboard (1.7m3)
65 BG TI From Cargo Machinery Room Bilge
BG034F 322F 50 BG
339F 80 From Port ME A/C Chemical Cleaning Tank
From No.1 Main Engine Air Cooler 50 50 50 004F
BG033F Condensate Water Drain From Starboard ME A/C Chemical Cleaning Tank
From From No.2 Main Engine Air Cooler 50 50 150
LAH From IGG Oil Misfiring Drain
Fresh Condensate Water Drain 80 50
Water BG106 From STP Overflow
WG147F LAH
Service
150 Clean Water Separated Bilge Bilge Holding BG104
LAHL LAH LAH
Drain Tank Oil Tank Tank (76.9m3) Low Level Feed
BG032F BG007F BG BG116 BG102 BG101
LAH (50.3m3) (26.5m3) Pump Auto Stop
Aft Bilge Well 013F BG
BG106 011F
Starboard (1.9m3) 150
BG030F No.1 Main Engine Cofferdam Reference Shipyard Drawing Number: MB 601.25/55 Fire, Bilge and General Service System
Sunken Area

2.9 Bilge Systems Oily Water Separator (OWS) Sludge Dewatering Unit
Manufacturer: Marinfloc AB. Manufacturer: Marinfloc
2.9.1 Engine Room Bilge System No. of sets: 1 No. of sets: 1
Model: CD 5.0 Mk III Type: SDWU-500
Engine Room Bilge Pump Capacity: 5,000 litres/h (maximum) Capacity: 500 litres/h, settling tank capacity 500 litres
Manufacturer: Taiko Kikai Industries Co. Ltd. Bilge water temperature:
60°C (maximum), 40°C (minimum) Feed pump: 2m3/h at 9.0kg/cm2
No. of sets: 1 Power consumption: 4.3kW Discharge pump: 1m3/h at 3.0kg/cm2
Type: Horizontal mono pump Filter media: Filter No.1 - Volume 125 litres; type: Marinfloc
Model: HNP-401 Filters No.2 and No.3 - Quantity 190kg; type: Sludge Pump
Capacity: 5m3/h at 4.0kg/cm2 Marinfloc C 200
Motor: 2.2kW, 440V, 60Hz, 1,200 rpm OWS feed pump: Double diaphragm air-driven
No. of sets: 1
Capacity: 5,000 litres/h
Type: Mono, motor-driven
OWS sludge pump: Double diaphragm air-driven
SAMSUNG
Bilge Separator Pump Model: HNP-401
OWS circulation pump: Centrifugal pump, electric
Manufacturer: Taiko Kikai Industries Co. Ltd. Capacity: 10m³/h at 4.0kg/cm²
Motor: 2,2kW, 440V
No. of sets: 1 Motor rating: 440V, 3.7kW, 60Hz 480 rpm
OWS discharge pump: Centrifugal pump, electric
Type: Horizontal mono pump
Capacity: 5,0m3/h
Model: HNP-401 White Box Fail-Safe Unit
Motor: 2,1kW, 440V
Capacity: 5m³/h at 3.0kg/cm²
OWS dosage pumps: Single diaphragm, electric Manufacturer: Marinfloc AB
Motor: 2.2kW, 440V, 60Hz, 1,200 rpm
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Capacity: 6.8 litres/h Model: White Box
Clean Water Drain Discharge Pump Flow rate: 20,000 litres/h (maximum)
Motor: 22W, 230V, 1-phase
Manufacturer: Taiko Kikai Industries Co. Ltd. Water temperature: 60°C (maximum)
No. of sets: 2 Monitor: Deckma 2005
Oily Bilge Water Pretreatment Unit
Type: Horizontal mono pump Flow meter: DN40 with pulse transmitter (10 litres per pulse)
Manufacturer: Georim Engineering Co. Ltd.
Model: HNP-401 Recorder: Digital with GPS configuration
No. of sets: 1
Model: GRS-50N
Motor: 3.7kW, 440V, 60Hz, 1,800 rpm
Type: 2-stage, gravity and coalescer Introduction
Coalescer media: Urethane
Bilge, Fire and General Service Pumps The engine room bilge system consists of a bilge main which connects with
Capacity: 5.0m3/h the various bilge wells, cofferdams, tanks and pumps in the machinery spaces,
Manufacturer: Shinko Max. working pressure: 4.5kg/cm2 as shown in illustration 2.9.1a. There are seven main bilge wells fitted in the
No. of sets: 2 Control power supply: 220V, 1-phase engine room and each one is fitted with a high level alarm connected to the
Type: Centrifugal self-priming Heater power: 440V, 1.0kW IAS. These are located in the following locations:
Model: RVP200-2MS • Port forward bilge well, 1.7m3 capacity
Capacity: 151/270m3/h at 90/35mth
• Starboard forward bilge well, 1.7m3 capacity
Rating: 150/45kW, 440V, 60Hz, 1,800/1,200 rpm
• No.1 main engine sunken area
• No.2 main engine sunken area
• Forward centre sunken area
• Port aft bilge well, 1.9m3 capacity
• Starboard aft bilge well, 1.9m3 capacity


Bilge Well
LAH BG526F BG524F
BG107 Drains
BG LAH
BG109 Steam
009F 40 TI BG105
PI
N1 PCHL
BG041F Port (1.9m )
3
Area Fwd Sunken
Area (Centre) LAH
BG038F 50 FD023F WS400F 200
From BG112 BG
(180m3/h x 9.0kg/cm2) 40 150
Service WG162F
Meter PI 150 Line
OAH WG149F
15
SD007F 25 (180m3/h x 9.0kg/cm2)
Feed Pump MC
Auto Start
SAMSUNG
Media Media Media
FS Water
Bilge Water Pump
315F Stop (270/151m3/h x 3.5/9.0kg/cm2) 200
150 MC
MM029 FD005F BG020F
BG337F 150
Pump
65
150
65 Deck Wash
Sampling 347F 25 25
BG312F 250
QGTC
BG325F 40 40
Water Tank
40 25 FD004F
WG164F Spray Line
50
Room
MC 150 150
50 PP177
XA Auto
3
S S S
BG319F Spray
PI PI 200
BG321F MC MI
No.1 No.2 PP127 40 PP129 FD
65
(12m3/h x 2.5kg/cm2) 318F 317F 4kg/cm2) 300 150
50 50
65
50
3 2
Main Sea Water
LAH LI TI Crossover
BG340F BG341F 323F
LAH To Cofferdam 65
BG113 Vent BG
65
Pump Recess
30 Bilge Well
BG034F 322F 50 BG
WG147F LAH
Service
LAHL LAH LAH
BG106 011F
Sunken Area

In addition to these, the bilge main can also take its suction from the following Bilge Holding Tank of 26.5m3 and is equipped with a high level alarm switch and steam heating
cofferdams and tanks, but they are NOT fitted with high level alarms: coils.
The bilge holding tank has a capacity of 76.9m3 and is normally emptied
• Port side engine room cofferdam overboard via the OWS. The bilge holding tank can also be pumped ashore by
the engine room bilge pump or the bilge separator pump. The contents of the Clean Water Drain Tank
• Starboard side engine room cofferdam
bilge holding tank can be circulated through the oily bilge pretreatment unit
The condensation drains from the main engine air coolers are lead to the clean
• Port side aft peak tank using the bilge separator pump or the engine room bilge pump. The tank is
water drain tank. This tank has a capacity of 50.3m3 and is emptied overboard
• Starboard side aft peak tank equipped with a high level alarm and a ‘steaming out’ connection for cleaning
by the clean water drain discharge pumps. The discharge from the drain
purposes.
• Port side stern tube cooling water tank discharge pumps passes through the white box oil monitoring system before
discharge overboard. Two pumps are provided, with one pump normally being
• Starboard side stern tube cooling water tank Oily Bilge Pretreatment Unit used, but the pumps have been provided with an automatic start facility to start
the standby pump if the operating pump fails. The pump starters are interlocked
The stern tube cooling water tanks are also equipped with drain lines which A pretreatment unit is provided to treat the contents of the bilge holding tank
with the OWS control system and this prevents the simultaneous operation of
empty into the aft engine room bilge wells via self-closing valves. The outlet in order to remove as much oil from the bilge water as possible, before final
the OWS and the clean water drain discharge pumps.
point in the stern tube tank is located approximately 2.0 metres above the shaft processing in the oily water separator. The unit comprises a two-stage oil/water
centre line. The valves can be quickly opened to check that there is sufficient separator which acts by gravity and coalescing filter to separate the oil and
SAMSUNG
water in the tank for stern tube bearing cooling purposes. water mixture. The contaminated water is pumped from the bilge holding tank Bilge System Pumps
through the pretreatment unit by the bilge separator pump or the engine room
The engine room bilge pump, clean water drain discharge pumps, bilge separator
The engine room bilge pump is normally used to empty the bilge wells and bilge pump. The ‘clean’ water is discharged back to the bilge holding tank and
pump and sludge pump are all monitored by the IAS for run, stop and abnormal
to discharge the contents into the primary dirty bilge tank. The pump can also the separated oil is discharged to the bilge separated oil tank. The engine room
condition. All of these pumps can be started and stopped manually through the
discharge the bilge water to the oily bilge pretreatment unit if required. bilge water discharged by the engine room bilge pump can also be pumped
IAS via the bilge system mimic when selected for REMOTE operation at the
directly to the pretreatment unit.
local starter panel. In order to comply with SOLAS, the running periods of
Two bilge wells are located in each steering gear room and one is located in the the engine room bilge pump are monitored for frequency. The system records
emergency fire pump room. These bilge wells are drained into the aft engine Oily Water Separator (OWS) accumulated running hours over a 24-hour period. There is also a long run
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room bilge wells via self-closing drain valves. The emergency fire pump alarm and a frequent start alarm on the engine room bilge pump.
room bilge well is connected to the starboard steering gear room drain line. The oily water separator is used to treat the bilge water held in the bilge holding
High level alarms are fitted to the aft steering gear room bilge wells and the tank before it is discharged overboard. The oil content of the discharged water
emergency fire pump room bilge well. must be below 15ppm before going overboard. The ‘clean’ water is discharged Bilge, Fire and GS Pumps
from the OWS via an oil content monitor, and if the water exceeds the 15ppm
The two bilge, fire and GS pumps can be used if necessary for bilge pumping,
contamination level, the water is dumped back to the primary dirty bilge tank
Primary Dirty Bilge Tank but their primary duty is to supply sea water to the fire hydrant system
for reprocessing. The final discharge overboard is through a ‘white box’ fail-
throughout the ship. Bilge pumping by means of the bilge, fire and GS pumps
This tank has a capacity of 5m3 and is used to collect the engine room bilge safe device that will check the oil content of the water again, and provide
must only ever be considered as an emergency procedure, as the discharge is
water and the return water from the oily water separator if it fails to meet the recorded proof of the condition of the water and the position of the vessel when
directly overboard via the ballast eductor overboard line and the oil content
15ppm overboard discharge criteria. The water discharged from the sludge the overboard discharge was made.
is not monitored. Great care must also be taken after using the bilge, fire and
dewatering unit and soot drain tanks also flows to the primary dirty bilge GS pumps for bilge pumping duties to ensure that the lines are clean and
tank. Any oil that is separated out of the bilge water by the OWS is discharged to
contain no oil that could be discharged into the fire hydrant system. After bilge
the separated bilge oil tank. The OWS and the white box system are further
pumping with any of these pumps, they must be flushed through with sea water
The tank has two sections which are divided by an internal weir plate. The described below.
before being returned to fire hydrant duty.
weir allows water to flow from the bottom of the inlet section to the discharge
section. The oil/water mixture entering the inlet section separates, with the Separated Bilge Oil Tank The No.1 and No.2 bilge, fire and GS pumps can take their suction from any
water passing under the weir plate. The water then flows from the discharge of the following:
side of the tank to the bilge holding tank. The oil that remains inside the The drains from the primary dirty bilge tank scum pans, the oil discharge from
primary dirty bilge tank can be drained off by scum valves that allow the oil the bilge water pretreatment unit, and the oil discharge from the OWS are led • Engine room bilge main
to flow under gravity to the separated bilge oil tank. The scum valves are to the separated bilge oil tank. The drains from various fuel tanks, LO storage
• Forward port bilge well via direct bilge suction valve BG020F
manually operated, and two are located on the inlet section of the tank and one tanks and machinery save-alls are also led to the separated bilge oil tank; the
(No.2 bilge, fire and GS pump only)
on the discharge section, as shown in illustration 2.9.1a. The valves should be drains system is described in Section 2.8.6. The tank is emptied by the sludge
pump which discharges the oil to the incinerator waste oil service tank or to the • Sea water crossover main
opened in turn until all of the oil has been removed, but immediately closed
as soon as water has started to flow. Each section of the tank is also provided port and starboard shore connections. The incinerator waste oil service tank is • Starboard fresh water tank, for water spray line rinsing (No.1
with a drain valve. fitted with a high level switch that should automatically stop the sludge pump bilge, fire and GS pump only)
when the tank is full. If this fails and the tank is inadvertently overfilled, the
excess oil will spill back to the separated bilge oil tank. The tank has a capacity • The port and starboard aft peak tanks via the bilge main

Illustration 2.9.1b Bilge Water Separator Control Panel
1: FEED PUMP START DELAY

2: DOSAGE PUMPS
3: HIGH LEVEL FLOCK TANK
4: CIRC. PUMP
96
5: DISCHARGE PUMP 2
6: CLEANED WATER OUTLET
7: BILGE WATER RETURN 15
8: LOW LEVEL FLOCK TANK
9: DRAIN PUMP
10: BACKFLUSH STEP 1
11: BACKFLUSH STEP 2 21
SAMSUNG
6
12: BACKFLUSH STEP 3
13: LOW L. BILGE TK (OPTION)
7
15: PPM ALARM 3
21: OIL RELEASE
133 137
58: COLD BILGE WATER RETURN
136 10 11 12
96: FLOW SWITCH IND. 4
131
130: LOW LEVEL CIRC. TANK 132 9
1
131: HIGH LEVEL CIRC. TANK
132: CLOGGED STRAINER 8
QGTC
133: AIR INLET CIRC. TANK 130
135
134: RECIRCULATING FACILITY
135: INLET VALVE
136: RECIRCULATING VALVE 5
137: FILTERING VALVE
58
PROCESS
OFF ON
134
SAMPLING POINT
FEED PUMP CIRCULATION REC/FILTER BILGE WATER BILGE WATER SLUDGE DRAIN
PUMP VALVES INLET RETURN
0 0 AUTO
MAN AUTO MAN AUTO RECIRC FILTER (BILGE HOLDING (PRIMARY BILGE
TANK) TANK) MARINFLOC AB
BILGE WATER SEPARATOR
DRAIN PUMP DISCHARGE BACKFLUSH

PUMP
0 0 AUTO
MAN AUTO MAN AUTO 0 MAN

• The port and starboard stern tube cooling water tanks via the Oil Separation Stage 1 Floatation Stage 3
bilge main
The air-driven feed pump takes its suction from the bilge holding tank and The aerated bilge water that flows into the flocculation tank is adjusted by
discharges it through a bilge water preheater where the temperature is raised a regulating valve, which is controlled by a PID regulator and level sensor
and can discharge to:
to between 40°C and 60°C. The bilge water then passes into the oil descaler, mounted on the tank. As the aerated bilge water flows into the flocculation tank
• The engine room fire main system where all of the ‘free oil’ is separated out. The feed pump sets the operating a high amount of the dissolved air will fall out as micro bubbles, due to the drop
pressure of the oil descaler and the circulation tank in stage 2. The pressure is in pressure between the circulation tank and the flocculation tank.
• The fire and deck wash system
adjusted by a pressure regulator controlling the feed pump and should be set
• The water spray system to approximately 3 bar. The aerated bilge water is dosed with flocculant chemicals before entering the
• Directly overboard via the ballast eductor overboard line flocculation tank. The dosage rate is controlled by a PID regulator depending
On top of the oil descaler is an oil sensor which, when oil is detected, activates on the position of the regulating valve.
• The ballast water eductor (to provide driving water) the oil release valve and closes the discharge valve to the circulation tank.
At this point the control system increases the speed of the feed pump which Enriched with air, the flocks will float to the surface of the tank, where they
No.1 Main Cooling Sea Water Pump discharges the free oil to the separated bilge oil tank. will form foam which is removed by the sludge pump to the separated bilge
oil tank. The pump runs continuously and removes the foam of flocks and air
The No.1 main cooling sea water pump has the engine room emergency direct When the oil sensor no longer senses any oil present, the oil release valve through a funnel mounted at the top of the flocculation tank.
SAMSUNG
bilge suction valve WS082F fitted to its suction line. This can be opened and closes and the discharge valve to the circulation tank opens. The speed of the
used for the direct transfer of bilge water overboard via the cooling water feed pump is then switched to normal speed. This changeover occurs after a The flocculation tank consists of three chambers where the floating flocks and
system. Section 5.1 of this manual refers. time delay of approximately 10 seconds to ensure that all of the oil has been water can be separated. The water will go down to the second chamber and
forced out. then through a pipe to the outer chamber of the flocculation tank. The discharge
CAUTION pump is connected to the outer chamber and pumps the water to the filters.
The overboard discharge is not to be used for discharging bilges unless The unit is protected by a strainer which is fitted between the feed pump and
under emergency conditions. the descaler. A differential pressure switch on the filter will activate a shutdown
Filtration Stage 4
alarm if the strainer becomes clogged.
The oil separation and flotation stages remove most of the contamination in
QGTC
Sludge Dewatering Unit the bilge water, however, some flocks might follow the water to the outer
Aeration Stage 2
The contents of the port and starboard FO/LO common purifier sludge tanks chamber of the flocculation tank. The purpose of the filter stage is to remove
can be processed to remove any excess water that may be present by passing it After the oil descaler, the bilge water enters the circulation (aeration) tank and this small amount of flock and discolouration that may still be present, even
through the sludge dewatering unit. The LO and FO collected is then discharged activates a high level float switch. An air valve on the tank opens, when the after flocculation.
to the separated bilge oil tank before being transferred to the incinerator waste water level reaches the high level float switch, to admit air into the tank. The air
oil service tank or to the shore connections by the sludge pump. The separated valve closes, after a time delay of approximately 10 seconds, when the water The flow through the filters can be controlled by the inlet and outlet
water is discharged to the primary dirty bilge tank. level is forced to below the high level float switch by the air pressure. adjustment valves on the filters. The inlet valve reduces or increases the flow
of the flocculation tank discharge pump. The outlet valve creates a differential
The circulation pump circulates the bilge water through a sprinkler nozzle to pressure over the oil content monitor and hence the flow through it.
Oily Bilge Water Separator increase the surface area of the water and make the air mix more effectively
with the water. The pump will continue to operate as long as the water level is All three filter tanks contain coarse sand at the bottom to keep the filter
The oily water separator (OWS) operates automatically in four stages to above the low level float switch. material in the filters. The first filter is filled with an oil absorbing material
discharge water, with the separated oil being discharged to the separated bilge which absorbs small oil droplets and big flocks. The second and third filters
oil tank and the ‘clean’ water discharged overboard. The four stages are as As the air is dissolved in the water, the level slowly rises until the high level are filled with activated carbon that removes any discolouration and the small
follows: float switch is again activated and the air valve opens. Therefore the water level flocks.
1. Oil separation by gravity will continuously rise and fall past the high level float switch.
2. Aeration Note: It is very important that the flow through the filters is not higher than
The aerated bilge water will continuously be discharged out of the circulation the capacity of the unit, as the filtration capacity will be reduced.
3. Floatation tank through the outlet valve. The feed pump will then compensate for the bilge
4. Filtration water that is discharged out of the circulation tank. The ‘clean’ bilge water leaving the filter stages is monitored by the oil discharge
monitor and if the oil content is less than 15ppm, the water will be discharged
overboard via a flow meter and the ‘white box oil detection system’. If for
any reason the oil content from the OWS is above the 15ppm critical limit, the
water will be returned to the primary dirty bilge tank where it will re-enter the
bilge system and be reprocessed.


Bilge Well
LAH BG526F BG524F
BG107 Drains
BG LAH
BG109 Steam
009F 40 TI BG105
PI
N1 PCHL
BG041F Port (1.9m )
3
Area Fwd Sunken
Area (Centre) LAH
BG038F 50 FD023F WS400F 200
From BG112 BG
(180m3/h x 9.0kg/cm2) 40 150
Service WG162F
Meter PI 150 Line
OAH WG149F
15
SD007F 25 (180m3/h x 9.0kg/cm2)
Feed Pump MC
Auto Start
SAMSUNG
Media Media Media
FS Water
Bilge Water Pump
315F Stop (270/151m3/h x 3.5/9.0kg/cm2) 200
150 MC
MM029 FD005F BG020F
BG337F 150
Pump
65
150
65 Deck Wash
Sampling 347F 25 25
BG312F 250
QGTC
BG325F 40 40
Water Tank
40 25 FD004F
WG164F Spray Line
50
Room
MC 150 150
50 PP177
XA Auto
3
S S S
BG319F Spray
PI PI 200
BG321F MC MI
No.1 No.2 PP127 40 PP129 FD
65
(12m3/h x 2.5kg/cm2) 318F 317F 4kg/cm2) 300 150
50 50
65
50
3 2
Main Sea Water
LAH LI TI Crossover
BG340F BG341F 323F
LAH To Cofferdam 65
BG113 Vent BG
65
Pump Recess
30 Bilge Well
BG034F 322F 50 BG
WG147F LAH
Service
LAHL LAH LAH
BG106 011F
Sunken Area

If the pressure drop across the filter stages of the OWS exceeds 0.5 bar, a The processed water from the OWS clean discharge line and the contents discharge to the bilge holding tank. The oil discharge valve is closed and the
backflushing sequence will automatically start. When the pressure has returned of the clean water drain tank are discharged overboard through the WBS. system returns to the separating mode.
to normal, the discharge cycle will continue until the low level switches in the The remotely operated three-way valve will return the water to the primary
flocculation tanks are activated. The filters can be backflushed manually by dirty bilge tank until the oil content meter issues an instruction to discharge Note: The bilge separator pump suction strainer should be kept clean to avoid
turning the backflush switch to the MAN position. overboard. As soon as the three way valve moves to the overboard discharge large solid particles entering the separator, as these will have a detrimental
position, the recorder starts and before the water goes overboard it passes effect on the separation process.
Note: The backflush water is heated by the backflush water heater and must through a flow meter connected to the recorder. The recorder can then provide
be at least 5°C above the temperature of the bilge water. A manual hot water the following information: The pretreatment unit is operated automatically from a control panel, which is
backflush should be carried out on the completion of each OWS operation. • The time the discharge commenced and stopped. linked to the IAS for alarm reporting. The control panel features include:
• The oil content level over a discharge cycle. • The main operating switch.
The remaining flocks and impurities are now pumped into the primary dirty
bilge tank. When the drain sequence (time relay) is finished, a full cycle is • The total quantity of water pumped during a discharge cycle. • Oil level detector (OLD) on/off switch.
completed. A new cycle will start either automatically or manually and continue • Indicator lamps for OLD abnormal and back-washing time
until the low pressure switch on the feed pump discharge line is deactivated. All of the WBS equipment is built into a lockable cage and is mounted at floor excessive.
plate level in the engine room.
SAMSUNG
The oily water feed pump is protected from running dry by an interlock with • Indicator lamps for ‘running’, ‘oil discharge’ and main source.
a low level switch fitted in the bilge holding tank. If this is activated it will • Lamp test pushbutton.
automatically stop the pump. Pretreatment Unit for the Oily Water Separator
A separate control panel is provided for the electric heater and this is connected
The engine room bilge pump and OWS feed pump strainers should be kept The pretreatment unit is provided to remove most of the oil from the bilge
to the pretreatment unit’s control panel. The heater control panel incorporates
clean to avoid large solid particles entering the separator, as these will have a water before it enters the oily water separator (OWS) for final cleaning. Bilge
a main switch, temperature controller, heater on/off switch and indicator lamps
detrimental effect on the separation process. water from the bilge holding tank or directly from the bilge main can be treated
for main source and heater ‘on’ status.
in this way. The bilge water from the bilge holding tank is usually pumped
The OWS control system is interlocked with the clean water drain discharge through the pretreatment unit by the bilge separator pump (the engine room
QGTC
The pretreatment unit is supplied with compressed air from the control air
pump starter panels; the interlock prevents the simultaneous operation of the bilge pump can also be used). Bilge water drawn from the bilge main by the
system at a pressure of 7.0kg/cm2. The air is used to operate the oil discharge
OWS and the clean water drain discharge pumps. engine room bilge pump can be discharged directly to the pretreatment unit if
valve and the 3-way treated water/flushing water valve; the air supply is
required. After treatment the water is returned to the bilge holding tank and the
equipped with a separate filter.
oil is discharged to the separated bilge oil tank.
CAUTION
The oily water separator is designed to separate oil from water, not The pretreatment unit is a two-stage separator and the contaminated water Sludge Dewatering Unit
water from oil. Therefore, if the bilge supply to the separator contains enters at the top of the unit’s vessel. As the oil and water mixture enters the
excessive amounts of oil it will render the equipment useless and result vessel, most of the oil is separated from the water due to the difference in The contents of the FO/LO common sludge tanks can be processed to remove
in unnecessary maintenance. specific gravity between the oil and water, and the reduced flow velocity inside any water that may be present by passing it through the sludge dewatering unit.
the vessel. The separation process is aided by a pall-ring fitted inside the vessel. The unit consists of a settling tank, feed pump and discharge pump; the system
White Box Oil Detection System An electric heater element is also fitted to the pretreatment unit to increase is provided with a steam preheater. The mixture of oil-based sludge and water
the difference in specific gravity between the oil and water. The water flows is drawn from the sludge tanks by the feed pump and is discharged into the
The white box system (WBS) is designed as a fail-safe system for the discharge downwards through the vessel and the separated oil accumulates at the top. The settling tank via the heater. As the mixture enters the settling tank, chemicals
of bilge water. In doing so it offers assurances that any water with an oil content water leaves from the bottom of the vessel after flowing through a urethane are injected by a dosing pump, together with a small amount of compressed
greater than 15ppm cannot be pumped overboard. mat. The construction of the mat causes any remaining small droplets of oil in air. A level switch is activated when the tank is full; the feed pump and dosing
the water to coalesce into larger drops; the larger drops then float upwards to pump are then stopped after a preset time delay. The purpose of the time
The WBS includes a pressure control valve, an oil content meter, an electro the top of the vessel. delay is to allow free oil on the surface of the mixture to overflow to the bilge
pneumatic 3-way valve, a flow meter and a recorder. separated oil tank.
An oil sensor is located in the top of the pretreatment vessel and when sufficient
The oil content meter is adjustable between 5 and 15ppm and incorporates a oil has accumulated the control system activates a 3-way valve. The valve shuts The mixture is allowed to stand and the oil and water are separated by
flow switch and filter. A connection to the fresh water system is provided to off the outlet to the bilge holding tank and opens the inlet from the fresh water gravity. The separating process is assisted by the chemicals (flocculants)
allow the oil content meter to be flushed through and cleaned; the flushing service system. At the same time an oil discharge valve located in the top of the which overcome the hydrogen bonding between the sludge particles and
water is discharged to the bilge holding tank. tank is opened and the oil in the upper section of the vessel is discharged to the water molecules. The chemicals also condition the sludge to improve water
separated bilge oil tank. The water from the fresh water service system enters separation.
at the bottom of the vessel and backflushes the coalescing filter mat to the
separated bilge oil tank. When the oil sensor no longer senses any oil present
the 3-way valve is activated to shut off the fresh water inlet and open the water


Bilge Well
LAH BG526F BG524F
BG107 Drains
BG LAH
BG109 Steam
009F 40 TI BG105
PI
N1 PCHL
BG041F Port (1.9m )
3
Area Fwd Sunken
Area (Centre) LAH
BG038F 50 FD023F WS400F 200
From BG112 BG
(180m3/h x 9.0kg/cm2) 40 150
Service WG162F
Meter PI 150 Line
OAH WG149F
15
SD007F 25 (180m3/h x 9.0kg/cm2)
Feed Pump MC
Auto Start
SAMSUNG
Media Media Media
FS Water
Bilge Water Pump
315F Stop (270/151m3/h x 3.5/9.0kg/cm2) 200
150 MC
MM029 FD005F BG020F
BG337F 150
Pump
65
150
65 Deck Wash
Sampling 347F 25 25
BG312F 250
QGTC
BG325F 40 40
Water Tank
40 25 FD004F
WG164F Spray Line
50
Room
MC 150 150
50 PP177
XA Auto
3
S S S
BG319F Spray
PI PI 200
BG321F MC MI
No.1 No.2 PP127 40 PP129 FD
65
(12m3/h x 2.5kg/cm2) 318F 317F 4kg/cm2) 300 150
50 50
65
50
3 2
Main Sea Water
LAH LI TI Crossover
BG340F BG341F 323F
LAH To Cofferdam 65
BG113 Vent BG
65
Pump Recess
30 Bilge Well
BG034F 322F 50 BG
WG147F LAH
Service
LAHL LAH LAH
BG106 011F
Sunken Area

The control system manages the tank discharge process, operating the c) Confirm that power is available to the OWS and to the oil i) Check that the flocculant dosage pump rate is set at approximately
discharge pump and the discharge valves. When the discharge pump is started content monitor. Check also that compressed air is available to 300ppm (40%).
the discharge is monitored by the oil detector. If oil is detected the discharge the OWS for the operation of the diaphragm pumps.
is directed to the bilge separated oil tank, and when water is detected the j) Turn all of the switches, except the PROCESS switch to the
discharge is directed to the primary dirty bilge tank. d) Confirm that steam is available for the operation of the OWS AUTO position.
bilge water preheater.
The discharge takes approximately 30 minutes. At the end of the discharge k) Switch on the power supply at the control panel and turn the
time the oil detector can be cleaned by setting the oil detector cleaning switch e) Ensure that the manual drain valves on the oil descaler are PROCESS switch to the ON position.
to DP+HW. This will activate a solenoid valve to admit hot water to the oil closed.
detector; the drain pump will continue to operate to discharge the hot water to l) The OWS will commence the following sequence after a time
the bilge primary tank. When the oil detector has been cleaned the hot water f) Set the system valves in accordance with the following table (it
delay:
valve will close and the drain pump will be stopped. The feed pump will then has been assumed for the purpose of this that all of the other
be started to refill the settling tank. system valves are initially closed): 1. The feed pump will start and pass the bilge water through
the preheater and fill the oil descaler tank. If oil is detected
Position Description Valve by the sensor the oil release valve will open to allow the oil
Control Panel to be discharged to the separated bilge oil tank. If no oil is
SAMSUNG
Open Bilge holding tank suction valve BG333F
The sludge dewatering unit is monitored and controlled from the local starter detected, the outlet valve to the circulation tank will open.
Open OWS feed pump inlet valve BG312F
box which is provided with a control panel. The control panel features a display 2. The circulation tank circulation pump operates when the
and various indicator lamps and control switches, these include: Open Fresh water supply valve to the filter WG149F
bilge water level reaches the low level float switch. An air
backflushing water heater
• Process on/off switch valve on the tank opens when the water level reaches the
Open GS air supply valve to the OWS high level float switch to admit air into the tank and aerate
• Oil detector cleaning control switch Open Control air supply to the OWS the bilge water.
• Settling tank high and low level alarm indication Operational OWS non-return valve to primary dirty BG347F 3. The aerated bilge water then flows into the flocculation
bilge tank
QGTC
• Drain pump operation tank, controlled by a regulating valve and is dosed with
Operational OWS non-return valve to separated bilge oil BG346F flocculant chemicals before entering the tank. The flock
• Feed pump operation tank foam produced is removed by the sludge pump to the
• Drain valve bilge open Open OWS ‘clean’ water discharge valve to WBS BG336F separated bilge oil tank and the discharge pump, which is
connected to the outer chamber, pumps the remaining water
• Drain valve sludge open
g) Prepare the white box fail-safe system for operation. Refer to to the first of the three filters.
• Sludge tank port low level
the procedure detailed below. 4. The water passes through the filters, and if the oil content is
• Sludge tank starboard low level less than 15ppm the outlet valve to the overboard line will
• Sludge tank selector switch h) Set the valves on the OWS in accordance with the following be opened; the water will then pass to the white box fail-safe
table: system. If the oil content is greater than 15ppm, the outlet
The display enables the operator to interface with the control system and valve to the primary dirty bilge tank will be opened and the
allows various functions to be set and these include: Position Description Valve contaminated water will be reprocessed.
• Settling time Open OWS bilge water preheater inlet valve

m) Whilst the OWS feed pump is running, check that the flow of
Open OWS bilge water preheater outlet valve sample water going through the oil content monitor is sufficient.
• Overflow when filling time.
Closed OWS bilge water preheater bypass valve If not, the discharge will be discontinued.
Set Flocculation tank discharge pump discharge
Procedure for Pumping the Bilge Holding Tank Through the valve to filters n) As the automatic mode has been selected on all of the switches,
Oily Water Separator Open Oil content monitor sample inlet valve the process will continue until the bilge holding tank low level
Open Oil content monitor sample outlet valve float operates and stops the bilge feed pump and the OWS
a) Check that the OWS suction strainer is clean. system.
Closed Oil content monitor bypass valve
b) Check the chemical tank levels on the OWS and replenish as Open Fresh water supply valves to the oil content
necessary. Ensure that the contents of the flocculant chemical monitor
drum is at least 20% full.


Bilge Well
LAH BG526F BG524F
BG107 Drains
BG LAH
BG109 Steam
009F 40 TI BG105
PI
N1 PCHL
BG041F Port (1.9m )
3
Area Fwd Sunken
Area (Centre) LAH
BG038F 50 FD023F WS400F 200
From BG112 BG
(180m3/h x 9.0kg/cm2) 40 150
Service WG162F
Meter PI 150 Line
OAH WG149F
15
SD007F 25 (180m3/h x 9.0kg/cm2)
Feed Pump MC
Auto Start
SAMSUNG
Media Media Media
FS Water
Bilge Water Pump
315F Stop (270/151m3/h x 3.5/9.0kg/cm2) 200
150 MC
MM029 FD005F BG020F
BG337F 150
Pump
65
150
65 Deck Wash
Sampling 347F 25 25
BG312F 250
QGTC
BG325F 40 40
Water Tank
40 25 FD004F
WG164F Spray Line
50
Room
MC 150 150
50 PP177
XA Auto
3
S S S
BG319F Spray
PI PI 200
BG321F MC MI
No.1 No.2 PP127 40 PP129 FD
65
(12m3/h x 2.5kg/cm2) 318F 317F 4kg/cm2) 300 150
50 50
65
50
3 2
Main Sea Water
LAH LI TI Crossover
BG340F BG341F 323F
LAH To Cofferdam 65
BG113 Vent BG
65
Pump Recess
30 Bilge Well
BG034F 322F 50 BG
WG147F LAH
Service
LAHL LAH LAH
BG106 011F
Sunken Area

o) When the feed pump has been stopped, the OWS will Procedure to Prepare the White Box Fail-Safe System Procedure for Preparing the Pretreatment Unit for Service
automatically backflush and clean the three filters as long as the
backflush switch has been toggled to the AUTO position. CAUTION The following description assumes that the pretreatment unit is empty.
The process of pumping bilge water overboard must only ever be done a) Switch on the power supply to the control box of the pretreatment
Note: The OWS filters can be back flushed manually by toggling the with the approval of the Chief Engineer, and must only be done using the unit and the OWS and turn on the air supply to the pretreatment
backflush switch to the MANU position. The automatic backflush is still white box fail-safe system unless specific alternative instructions have
functional and the water supply should be maintained at a minimum of unit from the control air system.
been issued.
15litres/min. A manual backflush sequence should be operated if the system b) Ensure that the pretreatment unit’s drain and sample valves are
is to be shut down for periods longer than 5 hours. Prior to pumping the contents of the bilge holding tank through the OWS and closed, then open the unit’s vent valve.
to the white box and overboard, the following procedure is to be followed.
To permit the Oil Record Book to be completed when discharging overboard, c) Ensure that the isolation valve WG149F from fresh water
either the white box fail-safe system must be used to record the necessary data a) Unlock the overboard discharge valves BG314F and BG315F, service system is open.
or the following information noted. then set the system valves in accordance with the following
d) Fill the pretreatment unit with fresh water by opening the
table:
At the start of OWS operations: backwashing water inlet valve. Close the vent valve when the
SAMSUNG
unit is full.
• Inform the bridge and take a ship’s position, then take a sounding Position Description Valve
of the bilge holding tank and the separated bilge oil tank. Operational WBS 3-way discharge valve e) Switch on the oil level detector at the control panel. As the unit
• Take a reading of the overboard flow meter. Open WBS discharge line valve to primary dirty BG325F is filled with clean water this will cause the 3-way treated water/
bilge tank flushing water control valve to return to the treated water outlet
At the completion of OWS operations: Open WBS discharge valve to overboard line BG337F position.
• Take a reading of the overboard flow meter. Set WBS overboard line 3-way valve set to
The pretreatment unit is now ready for service.
• Inform the bridge and obtain a STOP position, then take a overboard
QGTC
sounding of the bilge holding tank and the separated bilge oil Open WBS oil content monitor fresh water inlet
tank. valve to flushing line Procedure for Circulating the Contents of the Bilge Holding
Open WBS oil content monitor fresh water outlet Tank Through the Pretreatment Unit
• Record the quantity discharged in the Oil Record Book.
valve from flushing line
The procedure assumes that the bilge separator pump will be used to supply
Open Overboard discharge valves BG314F
Oil Content Monitor bilge water to the pretreatment unit.
BG315F
Open Fresh water supply valve to the OWS unit WG149F a) Switch on the power supply to the control box of the pretreatment
Before each OWS operation, check that the sample supply and return valves are
Open Control air valve to the white box unit unit and prepare the pretreatment unit according to the procedure
open, along with the manual isolating valve for the fresh water supply. Check
also that the monitor bypass line is closed. Open Oil content meter sample inlet and outlet detailed above.
valves
b) Switch on the pretreatment electric heater. The temperature
WARNING
b) Confirm that electrical power is available to the white box setting should be 56°C.
Care must be exercised when handling the flocculant chemical poly- system.
aluminium chloride because it is slightly acidic. Appropriate personal c) Set the pretreatment unit valves according to the following
protection equipment, including gloves and goggles MUST be worn at c) Confirm that control air is available to the white box system. table:
all times when handling the chemical.
d) On the completion of pumping, close the overboard discharge Position Description Valve
valves BG314F and BG315F and lock them shut. Return the key Open Pretreatment oily water inlet valve
to the Chief Engineer or its designated storage position.
Operational Oil discharge valve
Operational 3-way discharge control valve
Open Manual ‘clean’ water outlet valve to bilge holding
tank
Open Manual flushing water valve
Open Control air inlet valve


Bilge Well
LAH BG526F BG524F
BG107 Drains
BG LAH
BG109 Steam
009F 40 TI BG105
PI
N1 PCHL
BG041F Port (1.9m )
3
Area Fwd Sunken
Area (Centre) LAH
BG038F 50 FD023F WS400F 200
From BG112 BG
(180m3/h x 9.0kg/cm2) 40 150
Service WG162F
Meter PI 150 Line
OAH WG149F
15
SD007F 25 (180m3/h x 9.0kg/cm2)
Feed Pump MC
Auto Start
SAMSUNG
Media Media Media
FS Water
Bilge Water Pump
315F Stop (270/151m3/h x 3.5/9.0kg/cm2) 200
150 MC
MM029 FD005F BG020F
BG337F 150
Pump
65
150
65 Deck Wash
Sampling 347F 25 25
BG312F 250
QGTC
BG325F 40 40
Water Tank
40 25 FD004F
WG164F Spray Line
50
Room
MC 150 150
50 PP177
XA Auto
3
S S S
BG319F Spray
PI PI 200
BG321F MC MI
No.1 No.2 PP127 40 PP129 FD
65
(12m3/h x 2.5kg/cm2) 318F 317F 4kg/cm2) 300 150
50 50
65
50
3 2
Main Sea Water
LAH LI TI Crossover
BG340F BG341F 323F
LAH To Cofferdam 65
BG113 Vent BG
65
Pump Recess
30 Bilge Well
BG034F 322F 50 BG
WG147F LAH
Service
LAHL LAH LAH
BG106 011F
Sunken Area

d) Check that the bilge separator pump strainer is clean. Pumping Bilges to the Primary Dirty Bilge Tank Position Description Valve
Closed Port stern tube cooling water tank suction valve BG035F
e) Set the bilge separator pump valves according to the following The engine room bilge wells and cofferdams are usually pumped via the bilge
table: main to the primary dirty bilge tank by the engine room bilge pump. The water Closed Port after peak tank suction valve BG038F
is separated from the oil in the tank by gravity. The water is drained to the bilge Closed Port engine room cofferdam suction valve BG015F
Position Description Valve holding tank and the oil is skimmed off and drained to the separated bilge oil Closed Port main engine sunken area bilge well suction BG017F
tank. valve
Open Bilge holding tank outlet valve to bilge separator BG323F
pump Closed Forward centre sunken area bilge well suction valve BG040F
To pump the engine room bilges, proceed in accordance with the following.
Open Bilge separator pump suction valve BG332F Closed No.1 bilge, fire and general service pump bilge BG018F
The procedure that follows has assumed that the starboard aft bilge well is to
Open Bilge separator pump discharge valve to BG326F main suction valve
be pumped to the primary dirty bilge tank.
pretreatment unit Closed No.2 bilge, fire and general service pump bilge BG019F
Closed Bilge separator pump/engine room bilge pump BG335F a) Sound and record the level in the bilge holding tank and the main and direct bilge suction valve
discharge manifold cross-connection valve separated bilge oil tank. Closed Primary dirty bilge tank drain valves BG317F
Closed Bilge separator pump discharge valve to shore BG328F BG318F
SAMSUNG
connection/incinerator waste oil service tank b) Ensure that all of the bilge suction strainers are clean and ready
for use. e) Start the engine room bilge pump locally and check that the
f) Start the bilge separator pump. Check the pretreatment unit correct bilge well is being emptied. When complete, change the
working pressure which should not exceed 4.5kg/cm2. c) Check that all of the instrumentation is working correctly. suction valves to pump other bilge wells or compartments as
required.
g) Periodically open the sample valve on the pretreatment unit and d) Set the pump valves in accordance with the following table.
check for signs of oil. Check that the oil discharge valve opens f) Open the primary dirty bilge tank skimming valves to remove
and closes correctly before oil is carried over into the ‘clean’ The valve settings have assumed that the suction is being taken from the any oil which is in the tank.
starboard aft bilge well, but if other bilge spaces are to be pumped the
QGTC
water discharge.
appropriate valves must be opened. g) Following the pumping of the bilge wells or compartments to
the primary dirty bilge/bilge holding tank, close all of the bilge
Procedure for Stopping the Pretreatment Unit Position Description Valve well and compartment suction valves.
Open Engine room bilge pump suction valve to the bilge BG300F
a) Switch off the electric heater. main h) Sound and record the level in the bilge holding tank and the
Closed Engine room bilge pump suction valve from the BG301F separated bilge oil tank.
b) Stop the bilge separator pump valve and close all the bilge bilge holding tank
separator pump system valves. i) Check that the bilge well suction strainers used are clear.
Open Engine room bilge pump discharge valve BG338F
c) Open the backwashing water inlet valve and discharge any Open Engine room bilge pump discharge valve to primary BG303F
dirty bilge tank Note: The bilge holding tank is provided with a high level alarm and attention
remaining oil from the unit. Check the sample valve to ensure
Closed Primary dirty bilge tank bypass valve BG304F must be paid to the level in the tank to prevent overflowing.
that the unit has been flushed through.
Closed Bilge separator pump/engine room bilge pump BG335F
d) Close the manual fresh water supply valve. discharge manifold cross-connection valve
Open Starboard aft bilge well suction valve BG007F
e) Close the control air supply valve. Closed Starboard forward bilge well suction valve BG004F
Closed Starboard stern tube cooling water tank suction BG030F
f) Close the pretreatment unit discharge valve to the bilge holding
valve
tank.
Closed Starboard after peak tank suction valve BG033F
g) Close the pretreatment inlet valve from the bilge separator Closed Starboard engine room cofferdam suction valve BG011F
pump. Closed Starboard main engine sunken area bilge well BG013F
suction valve
h) Set the control panel power switch to the OFF position. Closed Port aft bilge well suction valve BG009F
Closed Port forward bilge well suction valve BG002F


Bilge Well
LAH BG526F BG524F
BG107 Drains
BG LAH
BG109 Steam
009F 40 TI BG105
PI
N1 PCHL
BG041F Port (1.9m )
3
Area Fwd Sunken
Area (Centre) LAH
BG038F 50 FD023F WS400F 200
From BG112 BG
(180m3/h x 9.0kg/cm2) 40 150
Service WG162F
Meter PI 150 Line
OAH WG149F
15
SD007F 25 (180m3/h x 9.0kg/cm2)
Feed Pump MC
Auto Start
SAMSUNG
Media Media Media
FS Water
Bilge Water Pump
315F Stop (270/151m3/h x 3.5/9.0kg/cm2) 200
150 MC
MM029 FD005F BG020F
BG337F 150
Pump
65
150
65 Deck Wash
Sampling 347F 25 25
BG312F 250
QGTC
BG325F 40 40
Water Tank
40 25 FD004F
WG164F Spray Line
50
Room
MC 150 150
50 PP177
XA Auto
3
S S S
BG319F Spray
PI PI 200
BG321F MC MI
No.1 No.2 PP127 40 PP129 FD
65
(12m3/h x 2.5kg/cm2) 318F 317F 4kg/cm2) 300 150
50 50
65
50
3 2
Main Sea Water
LAH LI TI Crossover
BG340F BG341F 323F
LAH To Cofferdam 65
BG113 Vent BG
65
Pump Recess
30 Bilge Well
BG034F 322F 50 BG
WG147F LAH
Service
LAHL LAH LAH
BG106 011F
Sunken Area

Procedure for Pumping the Bilge Holding Tank to the Shore Procedure for Pumping Bilges Using the Bilge, Fire and c) Open the bilge well or tank suction valves in the following table
Connections Using the Bilge Separator Pump General Service Pumps as required:
For this procedure the bilge system valves should be arranged in accordance The bilge, fire and GS pumps can be used for pumping the bilge wells and Bilge Main Suction Valves
with the following table: tanks/cofferdams connected to the bilge main. The No.2 pump also has its
own direct suction to the port forward bilge well. The pumps are used to
pump the bilges directly overboard and so they are not the means by which Description Valve
the bilges would be pumped under normal operations. Unlike the overboard Starboard aft bilge well suction valve BG007F
Open Bilge holding tank outlet valve to bilge BG323F
separator pump discharge from the engine room bilge pump there is no oil monitor located in Starboard forward bilge well suction valve BG004F
the discharge line. After bilge pumping with either of these two pumps, they Starboard stern tube cooling water tank suction valve BG030F
Open Bilge separator pump suction valve BG332F
must be flushed through with ‘clean’ sea water before being returned to fire Starboard after peak tank suction valve BG033F
Open Bilge separator pump discharge valve BG326F hydrant duty.
Closed Bilge separator pump/engine room bilge pump BG335F Starboard engine room cofferdam suction valve BG011F
discharge manifold cross-connection valve a) Check that the bilge suction strainers are clear. Starboard main engine sunken area bilge well suction BG013F
Closed Pretreatment unit inlet from bilge separator N1 valve
SAMSUNG
pump b) Assuming that it is the No.1 pump being used for pumping the Port aft bilge well suction valve BG009F
Open Bilge separator pump discharge valve to the BG328F bilges, and that the No.2 pump is being left lined-up on the fire Port forward bilge well suction valve BG002F
shore connection manifold main, set the bilge, fire and GS pump valves in accordance with Port stern tube cooling water tank suction valve BG035F
the following table: Port after peak tank suction valve BG038F
Closed Sludge pump discharge valves to the separated BG201F
bilge oil tank BG202F Port engine room cofferdam suction valve BG015F
Closed Sludge pump discharge valve BG200F Position Description Valve
Port main engine sunken area bilge well suction valve BG017F
Closed Incinerator waste oil service tank filling valve BG203F Open No.1 bilge, fire and GS pump discharge BG100F
valve to the overboard discharge line Forward centre sunken area bilge well suction valve BG040F
Open Port shore connection discharge valve BG526F
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Closed Starboard shore connection discharge valve BG524F valve to the fire main d) Start the No.1 bilge, fire and GS pump when ready and pump
the contents of the selected bilge overboard.
In the arrangement above it has been assumed that the contents of the bilge
valve to the water spray line
holding tank will be discharged ashore via the port shore connection. WARNING
Open Overboard discharge valve (via the ballast BA101F
eductor overboard line) Before any bilges are pumped directly overboard, it must be ensured that
a) Remove the blank from the port shore connection pipe and
Open No.1 bilge, fire and GS pump suction valve BG018F no local or international anti-pollution regulations will be contravened
attach the shore discharge pipe.
from the bilge main except where the safety of the ship or personnel is involved.
b) Agree a pumping arrangement with the shore authorities and Closed No.1 bilge, fire and GS pump suction valve WS061F
confirm that they have capacity to receive all of the contents. from the sea water crossover main
Steering Gear Room and Emergency Fire Pump Room Bilges
Closed No.1 bilge, fire and GS pump suction valve WG301F Two bilge wells are located in each steering gear room and one is located in the
c) Start the bilge separator pump and pump out the bilge holding from the starboard fresh water tank emergency fire pump room. These bilge wells are drained into the aft engine
tank accordingly.
Open No.2 bilge, fire and GS pump discharge FD005F room bilge wells via self-closing drain valves, which are located on the aft
valve to the fire main engine room bulkhead. The emergency fire pump room bilge well is connected
d) When the tank has been emptied, stop the bilge separator pump
Closed No.2 bilge, fire and GS pump discharge FD020F to the starboard steering gear room drain line. High level alarms are fitted to
and close all of the valves in the system. Disconnect the shore
valve to the water spray line the aft steering gear room bilge wells and the emergency fire pump room bilge
hose from the manifold and refit the blank flange.
Closed No.2 bilge, fire and GS pump discharge BG101F well. The drain valves are numbered as follows:
valve to the overboard discharge line • Starboard stern tube cooling water tank, BG032F
Closed No.2 bilge, fire and GS pump suction valve BG019F • Port stern tube cooling water tank, BG037F
from the bilge main
• Starboard steering gear room, BG034F
Closed No.2 bilge, fire and GS pump direct suction BG020F
from the port forward bilge well • Port steering gear room, BG041F
Open No.2 bilge, fire and GS pump suction valve WS062F
from the sea water crossover main


Bilge Well
LAH BG526F BG524F
BG107 Drains
BG LAH
BG109 Steam
009F 40 TI BG105
PI
N1 PCHL
BG041F Port (1.9m )
3
Area Fwd Sunken
Area (Centre) LAH
BG038F 50 FD023F WS400F 200
From BG112 BG
(180m3/h x 9.0kg/cm2) 40 150
Service WG162F
Meter PI 150 Line
OAH WG149F
15
SD007F 25 (180m3/h x 9.0kg/cm2)
Feed Pump MC
Auto Start
SAMSUNG
Media Media Media
FS Water
Bilge Water Pump
315F Stop (270/151m3/h x 3.5/9.0kg/cm2) 200
150 MC
MM029 FD005F BG020F
BG337F 150
Pump
65
150
65 Deck Wash
Sampling 347F 25 25
BG312F 250
QGTC
BG325F 40 40
Water Tank
40 25 FD004F
WG164F Spray Line
50
Room
MC 150 150
50 PP177
XA Auto
3
S S S
BG319F Spray
PI PI 200
BG321F MC MI
No.1 No.2 PP127 40 PP129 FD
65
(12m3/h x 2.5kg/cm2) 318F 317F 4kg/cm2) 300 150
50 50
65
50
3 2
Main Sea Water
LAH LI TI Crossover
BG340F BG341F 323F
LAH To Cofferdam 65
BG113 Vent BG
65
Pump Recess
30 Bilge Well
BG034F 322F 50 BG
WG147F LAH
Service
LAHL LAH LAH
BG106 011F
Sunken Area

Procedure to Process the Sludge in the Port and Starboard In Port or Coastal Waters c) Confirm that electrical power and control air are available to the
Purifier Sludge Tanks Via the Sludge Dewatering Unit white box system and set the white box system according to the
When in port, any bilges which require pumping should only be pumped to the table below:
a) Check that steam is available to the sludge dewatering unit bilge holding tank using the engine room bilge pump. The contents of the bilge
preheater and that the steam supply valve ST137F and condensate holding tank can then be processed in the oily water separator and the white Position Description Valve
valve ST225F are open. Check also that power is available to the box system when the vessel is in open water. Operational WBS 3-way discharge valve
dewatering unit control panel. Open WBS discharge line valve to primary dirty BG325F
At Sea bilge tank
b) Set the system valves in accordance with the following table:
The contents of the bilge holding tank should only be pumped overboard Open WBS discharge valve to overboard line BG337F
through the oily water separator and white box systems. Any oil will then Set WBS overboard line 3-way valve set to
Position Description Valve be separated out and discharged to the waste oil tank and the water will be overboard
Open Feed pump suction valve from port and OF425F discharged overboard if the oil content is below 15ppm. Open WBS oil content monitor fresh water inlet
starboard LO/FO purifier sludge tanks valve to flushing line
Open Starboard FO/LO purifier sludge outlet OF424F Note: In an emergency situation the No.1 cooling sea water pump has an Open WBS oil content monitor fresh water outlet
SAMSUNG
valve emergency bilge suction valve fitted. This is clearly identified with a large valve from flushing line
Open Port FO/LO purifier sludge outlet valve OF426F red valve handle and clear identification on the adjacent floor plates. Open Overboard discharge valves BG314F
Open Hot water flushing inlet valve BG315F
Open Oil return to the separated bilge oil tank Procedure for Pumping the Clean Water Drain Tank Overboard Open Fresh water supply valve to the OWS and WG149F
Open Discharge pump outlet to the primary dirty Through the White Box Oil Detection System white box fail-safe unit
bilge tank Open Control air valve to the white box unit
The process of pumping water from the clean water drain tank overboard must Open Oil content meter sample inlet and outlet
c) At the control panel, turn the On/Off switch to the ON position only ever be done with the approval of the Chief Engineer, and must only ever valves
QGTC
and the Oil Detector Cleaning switch to the DP position. be done using the white box fail-safe system.
d) Obtain the ship’s position and advise the bridge that the operation
The feed pump will now pass the sludge through the preheater and fill the Prior to pumping the contents of the clean water drain tank through the white is starting, then start the No.1 clean water drain discharge pump.
sludge dewatering tank until it overflows to the separated bilge oil tank so as box system and overboard, the following procedure is to be followed. The Set the No.2 pump to standby operation.
to discharge any oil that may be present. During the filling sequence, chemicals procedure assumes that No.1 clean water drain discharge pump will be used.
will be injected into the sludge and a small amount of compressed air will be
e) On the completion of pumping, obtain the ship’s position and
blown into the mixture. The high level switch stops the pump. a) Check that the clean water drain discharge pump suction filters advise the bridge that the discharge has been completed.
are clean.
The separation sequence now starts. The lighter oil will float to the top and
f) Close the overboard discharge valves BG314F and BG315F
the heavier water will settle at the bottom of the tank. After approximately 15 b) Unlock the overboard discharge valves BG314F and BG315F, and lock them shut. Return the key to the Chief Engineer or its
minutes, the discharge pump will start and discharge the contents past an oil/ then line-up the clean water drain discharge pump system valves designated storage position.
water monitor fitted in the discharge line. When the monitor senses oil it will in accordance with the following table:
divert the discharge to the separated bilge oil tank and when it senses water,
g) Close the clean water drain pump system valves.
it diverts the discharge to the primary dirty bilge tank. When the tank level
reaches the low level float switch the discharge pump stops and the discharge
valves close. The sequence now starts again with the feed pump discharging the Open Clean water drain tank outlet valve BG339F h) Clean the water box system oil content monitor and record the
LO/FO common sludge tank contents to the sludge dewatering unit tank. Open No.1 clean water drain discharge pump BG340F transfer in the Oil Record Book.
suction valve
When the LO/FO common sludge tank level float switches are activated the Open No.1 clean water drain discharge pump BG344F
sludge dewatering unit feed pump will stop. The unit then shuts down after discharge valve
operating the discharge pump and injecting hot water from the domestic fresh Open No.2 clean water drain discharge pump BG341F
water system across the monitor’s probe. suction valve
Open No.2 Clean water drain discharge pump BG345F
discharge valve
Open White box bilge return valve to the bilge BG325F
holding tank

Illustration 2.9.2a Forward Bilge System

Sewage Discharge Connection (IMO Standard) Bilge Discharge for Passageway Bilge Well for Bosun’s Store Key
Bilge Discharge Connection (IMO Standard) Bilge Discharge for Passageway Aft (Port) Fwd (Port) (0.15m3)
BG528F
Bilge
Bilge Well BG
LAH Pilot Boarding Space LAH
(0.15m3) CB040 No.9 CB004 507F Sea Water
From From Fire and
FD594F Fire and Wash Deck
Drinking 50 50
65 65 Wash Deck
LAH Water BG BG LAH
BG111
From Fire and BG
Tank (Port) 526F 525F 50
CB016
Wash Deck Line 504F
Passageway No.5 FD
50 Chain
No.7 BG514F BG513F 506F
40 50
Locker
BG521F BG520F From Fire
40 No.2
From Fire Wash Deck Line
FD529F BG 50
Wash Deck Line FD581F 505F 65
50 Emergency BG503F
65
Fire Pump BG
No.6 Cofferdam
No.5 Cofferdam
No.4 Cofferdam
No.3 Cofferdam
No.2 Cofferdam
No.1 Cofferdam
50 501F
Space BG
LAH
508F No.1
To
SAMSUNG
BG113
Engine No.5 Trunk No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk From Forward
50 50
Room HFO Pump FD
Bilge Room 503F
50
Well
Aft Peak
50 40
Tank From Fire
Wash Deck Line From Fire BG502F
FD580F From
40 Wash Deck Line Bosun’s
FD528F Fire and
40 Store
No.6 BG Chain Wash Deck
50
BG519F 518F BG Locker
Passageway 50 No.4
From Fire and BG512F 511F
LAH Distilled BG BG
BG110 Wash Deck Line LAH
QGTC
524F 523F 65 65
Fresh CB015
Water Tank 50 50
(Starboard) FD593F BG
BG527F
506F
Bilge Well LAH LAH
No.8 CB039 Pilot Boarding Space CB003
(0.15m3)
Bilge Discharge Connection (IMO Standard) Bilge Discharge for Passageway Aft (Starboard) Bilge Discharge for Passageway Bilge Well for Bosun’s Store
From Fire Fwd (Starboard) (0.15m3) From Fire
Sewage Discharge Connection (IMO Standard) Wash Deck Line
Wash Deck Line
From Fire Wash Deck Main Trunk Passageway
FD593F(S) FD FD
40
65 FD594F(P) 506F 503F
65 65
50 From Fire Wash Deck Main No.2 Chain No.1
Engine Room BG507F BG505F BG504F Locker BG502F(S) BG501F
Steering Gear Fresh Water BG503F(P)
Room Tank 50 BG551F
Bilge Well 40 50
(Port and Starboard) 65 BG506F BG508F
Drain for Pilot 65
Emergency Boarding
Eye Wash Space
LAH LAH
Transverse Cofferdam CB004 CB003 No.1
BG527F(S) Heavy Fuel
BG528F(P) Oil Tank
From Fire No.3
50 Wash Deck Line
FD511F Void
Bilge Hat
Aft Peak 50 BG
To
Tank Engine Room BG509F 529F
Bilge Well
LAH BG510F
Cooling Water
CB018
Tank
Water Ballast Tank Pipe Duct Water Ballast Tank LAH
(Port) (Starboard) CB019
Reference Shipyard Drawing Number: MB 601.20 Bilge System

2.9.2 Forward Bilge System • No.6 eductor located in the aft passageway - aft starboard Bosun’s Store Bilge Wells Using No.2 Eductor
passageway bilges
The bosun’s store bilges are discharged overboard using the eductor and valves
Bilge, Fire and General Service Pumps • No.7 eductor located in the aft passageway - aft port passageway in the table below. Valve BG508F on the discharge line from the forward HFO
bilges pump room should be kept closed.
Manufacturer: Shinko
No. of sets: 2 • No.8 eductor located in the starboard pilot boarding space -
starboard pilot boarding space Position Description Valve
Type: Centrifugal self-priming
Open No.2 eductor driving water inlet valve FD506F
Model: RVP200-2MS • No.9 eductor located in the port pilot boarding space - port pilot
boarding space Open No.2 eductor discharge valve BG505F
Capacity: 151/270m3/h at 90/35mth
Open Overboard discharge valve BG504F
Rating: 150/45kW, 440V, 60Hz, 1,800/1,200 rpm
Open Port bosun’s store bilge well suction valve BG507F
Procedure to Pump Out the Forward Bilges
Open Starboard bosun’s store bilge well suction BG506F
Introduction To empty the bilge wells and spaces, proceed as follows: valve
Closed No.3 eductor discharge valve BG508F
SAMSUNG
The forward bilge system operates to pump bilge water out of the following a) Set the designated bilge, fire and GS pump to supply sea water
spaces: to the required eductor from the fire and wash deck line. One Void Space and Forward Heavy Fuel Oil Pump Room Bilges Using No.3
• The chain lockers pump is normally left set up for this purpose. Eductor
• The bosun’s store b) When an adequate vacuum has been established the relevant The void space and forward HFO pump room bilges are discharged overboard
bilge suction valve can be opened. using the eductor and valves in the table below. When discharging bilges
• The forward HFO pump room and forward void space
overboard, valve BG505F on the discharge line from the bosun’s store bilges
• The forward port and starboard passageways should be kept closed. Void space valve BG510F, situated in this space, is
c) When the selected bilge is empty, close the suction valve, stop
• The port and starboard pilot boarding spaces the bilge, fire and GS pump and close the eductor valves. operated remotely by an extended spindle valve, BG551F.
QGTC
• The aft port and starboard passageways
d) If any flanges have had their blank flanges removed, then these Position Description Valve
Any water leakage into the various spaces is removed using bilge eductors that are to be refitted. Open No.3 eductor driving water inlet valve FD511F
have their driving water supplied by the bilge, fire and GS pumps as shown Open No.3 eductor discharge valve BG508F
in illustration 2.9.2a. The monitoring of the bilge wells is achieved by the use Chain Locker Bilge Wells Using No.1 Eductor Closed No.2 eductor discharge valve BG505F
of float switches linked to the IAS; all the various bilge wells are equipped Open Overboard discharge valve BG504F
The chain locker bilges are discharged overboard using the eductor and the
with float switches except for the chain lockers. Unlike the engine room bilge
valves in the table below: Open Void space bilge suction valve BG510F
system, there is no oil content monitor fitted to the overboard discharges of the
system, so care must be taken when emptying any of the bilge wells that no oil Open Forward HFO pump room bilge well suction BG509F
contamination exists. Position Description Valve valve
There are nine 5m³/h bilge eductors covering the forward bilge sections. The Open No.1 eductor discharge valve BG501F Starboard Forward Passageway Bilges Using No.4 Eductor
list below shows the various eductor locations and from where they derive their Open Port chain locker bilge well suction valve BG503F The starboard forward passage way bilge well is discharged using the eductor
bilge suction.
Open Starboard chain locker bilge well suction BG502F and valves in the table below. The discharge line is normally fitted with a blank
• No.1 eductor located in the bosun’s store - chain lockers valve flange which will require removal before any bilge is discharged.
• No.2 eductor located in the bosun’s store - bosun’s store bilge
wells Position Description Valve
• No.3 eductor located in the forward HFO pump room - void Open No.4 eductor driving water inlet valve FD528F
space and forward HFO pump room Open No.4 eductor discharge valve BG511F
• No.4 eductor located in the forward passageway - forward Open Starboard forward passageway bilge suction BG512F
starboard passageway bilges valve
• No.5 eductor located in the forward passageway - forward port

passageway bilges

Illustration 2.9.2a Forward Bilge System

Sewage Discharge Connection (IMO Standard) Bilge Discharge for Passageway Bilge Well for Bosun’s Store Key
Bilge Discharge Connection (IMO Standard) Bilge Discharge for Passageway Aft (Port) Fwd (Port) (0.15m3)
BG528F
Bilge
Bilge Well BG
LAH Pilot Boarding Space LAH
(0.15m3) CB040 No.9 CB004 507F Sea Water
From From Fire and
FD594F Fire and Wash Deck
Drinking 50 50
65 65 Wash Deck
LAH Water BG BG LAH
BG111
From Fire and BG
Tank (Port) 526F 525F 50
CB016
Wash Deck Line 504F
Passageway No.5 FD
50 Chain
No.7 BG514F BG513F 506F
40 50
Locker
BG521F BG520F From Fire
40 No.2
From Fire Wash Deck Line
FD529F BG 50
Wash Deck Line FD581F 505F 65
50 Emergency BG503F
65
Fire Pump BG
No.6 Cofferdam
No.5 Cofferdam
No.4 Cofferdam
No.3 Cofferdam
No.2 Cofferdam
No.1 Cofferdam
50 501F
Space BG
LAH
508F No.1
To
SAMSUNG
BG113
Engine No.5 Trunk No.4 Trunk No.3 Trunk No.2 Trunk No.1 Trunk From Forward
50 50
Room HFO Pump FD
Bilge Room 503F
50
Well
Aft Peak
50 40
Tank From Fire
Wash Deck Line From Fire BG502F
FD580F From
40 Wash Deck Line Bosun’s
FD528F Fire and
40 Store
No.6 BG Chain Wash Deck
50
BG519F 518F BG Locker
Passageway 50 No.4
From Fire and BG512F 511F
LAH Distilled BG BG
BG110 Wash Deck Line LAH
QGTC
524F 523F 65 65
Fresh CB015
Water Tank 50 50
(Starboard) FD593F BG
BG527F
506F
Bilge Well LAH LAH
No.8 CB039 Pilot Boarding Space CB003
(0.15m3)
Bilge Discharge Connection (IMO Standard) Bilge Discharge for Passageway Aft (Starboard) Bilge Discharge for Passageway Bilge Well for Bosun’s Store
From Fire Fwd (Starboard) (0.15m3) From Fire
Sewage Discharge Connection (IMO Standard) Wash Deck Line
Wash Deck Line
From Fire Wash Deck Main Trunk Passageway
FD593F(S) FD FD
40
65 FD594F(P) 506F 503F
65 65
50 From Fire Wash Deck Main No.2 Chain No.1
Engine Room BG507F BG505F BG504F Locker BG502F(S) BG501F
Steering Gear Fresh Water BG503F(P)
Room Tank 50 BG551F
Bilge Well 40 50
(Port and Starboard) 65 BG506F BG508F
Drain for Pilot 65
Emergency Boarding
Eye Wash Space
LAH LAH
Transverse Cofferdam CB004 CB003 No.1
BG527F(S) Heavy Fuel
BG528F(P) Oil Tank
From Fire No.3
50 Wash Deck Line
FD511F Void
Bilge Hat
Aft Peak 50 BG
To
Tank Engine Room BG509F 529F
Bilge Well
LAH BG510F
Cooling Water
CB018
Tank
Water Ballast Tank Pipe Duct Water Ballast Tank LAH
(Port) (Starboard) CB019
Reference Shipyard Drawing Number: MB 601.20 Bilge System

Port Forward Passageway Bilges Using No.5 Eductor Port Pilot Boarding Space Bilges Using No.9 Eductor
The port forward passageway bilge well is discharged using the eductor and The port pilot boarding space bilge well is discharged using the eductor and
valves in the table below. The discharge line is normally fitted with a blank valves in the table below. The discharge line is normally fitted with a blank
flange which will require removal before any bilge is discharged. flange which will require removal before any bilge is discharged.

Open No.5 eductor driving water inlet valve FD529F Open No.9 eductor driving water inlet valve FD594F
Open No.5 eductor discharge valve BG513F Open Port pilot boarding space bilge suction valve BG528F
Open Port forward passageway bilge suction valve BG514F
Starboard Aft Passageway Bilges Using No.6 Eductor

The starboard aft passageway bilge well is discharged using the eductor and
valves in the table below. The discharge line is normally fitted with a blank
SAMSUNG
flange which will require removal before any bilge is discharged.

Open No.6 eductor discharge valve BG518F
Open Starboard aft passageway bilge suction valve BG519F
QGTC
Port Aft Passageway Bilges Using No.7 Eductor
The port aft passageway bilge well is discharged using the eductor and valves
in the table below. The discharge line is normally fitted with a blank flange
which will require removal before any bilge is discharged.

Open No.7 eductor discharge valve BG520F
Open Port aft passageway bilge suction valve BG521F
Starboard Pilot Boarding Space Bilges Using No.8 Eductor

The starboard pilot boarding space bilge well is discharged using the eductor
and valves in the table below. The discharge line is normally fitted with a blank
flange which will require removal before any bilge is discharged.

Open Starboard pilot boarding space bilge suction BG527F
valve

Illustration 2.9.3a Exhaust Gas Washing Water Collection System

Flame Flame
Screen Screen
Funnel Top
D Deck
Funnel Base
TIAH TIAH D Deck

MM035 MM033 Funnel Base
Emergency Generator Room TI TI

Gas
No.2 SI SI No.1
SIAH SIAH Combustion SIAH SIAH
Silencer with Economiser BC022 BC021 Economiser
Unit
Spark Arrester TIAH TIAH
Silencer BC018 BC007 Silencer
Manometer
TI with Spark with Spark TI
Manometer
SAMSUNG
Arrester TI TI Arrester
TS
GE
408F
No.2 No.1
Auxiliary Auxiliary
Incinerator
Boiler Boiler
GE Emergency Emergency C16 C16

409F Generator Generator SIAH Emission Emission SIAH To Scupper
Engine Air Compressor Detector Detector
QGTC
To Scupper
TI TI TI TI
TIAH TIAH TIAH TIAH
MP014 MP015 MP014 MP015
Turbocharger TIAH TIAH Turbocharger Turbocharger TIAH TIAH Turbocharger
Inlet DG416 DG316 Inlet Inlet DG216 DG116 Inlet
No.1 No.2 No.2 No.1
Turbocharger Turbocharger Turbocharger Turbocharger
TIAH TIAH TIAH TIAH
TI TI TI TI
DG401-407,451,452 DG301-307,351,352 DG201-207,251,252 DG101-107,153
Exh.Gas TIAH TIAH Exh.Gas
TIAH TIAH TIAH TIAH
Deviation MP007-012 Exhaust Gas DG421 DG321 DG221 DG121 Exhaust Gas MS007-012 Deviation
Exh.Gas TIAH Manifold No.2 Aux. No.2 Aux. Manifold TIAH Exh.Gas
Outlet MP001-006 Blower For Blower For MS001-006 Outlet
No.2 Main No.1 Main
Exh.Gas TIAH No.2 Main No.1 Main TIAH Exh.Gas
Engine Engine
Mean. MP013 Engine Engine MS013 Mean.
MC TIAH TIAH TIAH TIAH MS
Scavenge TIAH MP084 DG408-414,453,454 DG308-314,354 DG208-214,253,254 DG108-114,153,154 MS084 TIAH Scavenge
Air (Fire) MP052-057 MS052-057 Air (Fire)
Scavenge Air PI TIAH AUTO AUTO M PI TIAH Scavenge Air
M M M
Manifold MP050 MP042 ST/SP No.4 Generator No.3 Generator No.2 Generator No.1 Generator ST/SP MS050 MS042 Manifold
TIAH AUTO Engine Engine Engine Engine AUTO TIAH
MP083 ST/SP ST/SP MS083
No.1 Aux. Blower GE403F GE GE GE GE GE401F No.1 Aux. Blower
For No.2 Main Engine GE GE For No.1 Main Engine
407F 406F Key 405F 404F
402F 400F
Exhaust Gas/Bilge PI
Filter Filter From Fire, Bilge
No.2 Soot No.1 Soot
Compartment Compartment and General
Drain Tank Drain Tank
(2m3) (2m3) FD039F Service Line
GE GE GE GE
433F 432F 430F 431F PI PI
GE436F GE452F GE450F

To Primary Dirty
Bilge Tank
GE434F

2.9.3 Exhaust Gas Washing Water Collection WARNING Auxiliary Boiler and Economiser Soot Drain Tanks
System When the tubes are water washed there is the risk of generating steam. The soot drain tanks each have two compartments and both compartments can
Ensure that protective clothing including visors and gloves are worn and be drained to the primary dirty bilge tank or discharged overboard using an
Introduction that the operator’s body remains outside the inspection door. eductor. The tanks each have a capacity of 2m3 and are located on the 4th deck.
The dirty water enters at the filter compartment via a filter which comprises
Main engine, generator engine and boiler exhaust gases contain carbon c) Constantly check the drain from the bottom of the inlet space to a sack filled with filter media. In the filter compartment, any remaining solid
particles, ash and unburnt fuel residues. The amount of solid particles is prevent any accumulation of water. Stop washing and clear the contamination settles out and is caught by a filter grid located across the tank
dependent upon the quality of the fuel, the state of the machinery and the drain whenever it becomes blocked. floor section at 1/3 of the tank’s depth. The cleaner water flows over a weir to
operating load. Over a period of time, deposits accumulate on the boiler tubes the tank’s second compartment. The water in the filter compartment and the
and in the turbochargers, especially after continued operation on low loads. It second compartment is usually discharged overboard, but can also be drained to
Note: Once washing has commenced the process has to be completed and
will then be necessary to water wash the tubes and turbochargers to remove the primary dirty bilge tank if required. When discharging the water overboard,
all deposits removed. Some types of deposit will become more difficult to
the deposits. great care should be taken to ensure that no oil or other contamination is
remove if exposed to water and then allowed to dry.
present, as the overboard discharge is not monitored for oil contamination.
In the case of the economisers a good indicator of the amount of fouling is d) When washing is complete, indicated by clean water at the
SAMSUNG
the temperature of the exhaust gas at the economiser outlet. If this increases drain, flush away all remaining residue from the bottom of the Description Valve
by 20°C compared to a clean economiser (at a specified engine power), then inlet box. If using sea water it is preferable that the final rinse is No.1 auxiliary boiler drain valve C16
the tubes should be cleaned. Other indications are an increased exhaust gas done with fresh water. No.2 auxiliary boiler drain valve C16
pressure drop across the economiser and/or reduced steam production for the
No.1 soot drain tank inlet valve to the filtering compartment GE400F
same engine load. Data from the economiser when in a new condition should e) If available, neutralise any remaining acidic residues with a 10%
be referred to when accessing the level of fouling. No.1 soot drain tank direct inlet valve GE401F
washing soda solution.
No.2 soot drain tank inlet valve to the filtering compartment GE402F
In the case of the generator engines (and main engines) the turbocharger f) Remove the waterproof material from the exhaust gas inlet and No.2 soot drain tank direct inlet valve GE403F
manufacturer’s instructions regarding water washing should be strictly adhered close the drains on the turbochargers. Ensure that the drain valve No.1 soot drain tank filter compartment drain valve GE430F
QGTC
to. is closed and the inspection doors are closed on completion. No.1 soot drain tank second compartment drain valve GE431F
No.2 soot drain tank filter compartment drain valve GE432F
Procedure for Water Washing Economisers g) Clean the soot collecting tank on the drain system before the
No.2 soot drain tank second compartment drain valve GE433F
residue dries and compacts.
Drain valve to primary dirty bilge tank GE434F
The deposits are mainly insoluble particles bonded together by a water soluble
The economiser is now ready for service. Driving water inlet valve to soot drain eductor FD039F
material. Water washing dissolves the bonding material and then flushes the
insoluble particles away. Due to the acidic nature of the deposits it is preferable Eductor non-return discharge valve GE436F
to wash with an alkaline solution (10% washing soda) if possible. If this Note: The exhaust gas economisers have no sootblowing facilities, but are Overboard discharge non-return valve GE452F
solution is not available then additional rinsing will be required. equipped with a soot release system which is described in Section 2.2.5. Overboard discharge valve GE450F
Washing may only be carried out when the economiser and associated main To use the eductor the fire water line must be pressurised; refer to Section 4.1
engine is out of service and the shell temperature 100oC or less. Cleaning Water Collection System
of this manual for details regarding the fire water system.
a) Open the two inspection doors to the exhaust spaces, above and The water drains from the auxiliary boilers and the economiser exhaust gas
a) Open the eductor overboard discharge valve, GE450F, then
below the economiser. Open the drain from the floor of the inlet boxes are lead to soot drain tanks. Each auxiliary boiler and economiser set has
a soot drain tank located below on their respective side of the engine room. open the driving water supply valve to the eductor, FD039F.
box to the soot collecting system and prove it to be clear. Using
waterproof material, cover the inlet from the engine to prevent b) Open the drain valve to the eductor for the required soot drain
The gas combustion unit (GCU) is equipped with water washing drains which
water from running down to the turbochargers. Open the drains tank compartment.
are led to the scuppers on the port and starboard sides of the engine room via
from the turbocharger exhaust outlet casings and prove them to
a collection hopper. The drains from the generator engine exhaust gas uptakes
be clear. The washing water will now be discharged overboard. When the tank
are led to collection hoppers on the 3rd deck, port and starboard. The hoppers
drain to the engine room scuppers. compartments are empty, close all the system valves.
b) Using either a fresh water lance or a sea water hose, commence
washing the tubes through the inspection door in the outlet side Note: The discharge of cleaning water overboard must only take place
of the economiser. The water jet should be directed at the tubes in areas where such discharge is permitted. The bridge must be consulted
and should be between 4 and 6 bar pressure. before any such discharge is made.

Illustration 2.10.1a Starting Air System From General

Emergency Generator Engine Room Service
Air Reservoir Pressure
Sett PI Reducing
33k Emergency
PIAL PI NC Station
MM069 Air Compressor Oxygen and
(4.5m3 x 30kg/cm2) Acetylene Room
From Control AS005F PI AR035F
Mooring Deck Air Reservoir NC
Emergency
Generator Emergency
Engine Air Receiver AS006F AR036F
(0.2m3 x 30kg/cm2)
Set Set
33kg/cm2 33kg/cm2
Sett PIAL PI PI PIAL
To General Service Air System
MM067
Main Air Receivers MM065
33k NO (16m3 x 30kg/cm2) NO
AR005F
Auxiliary To Accommodation GS
Air Receiver Air and Mast Air Horn
PI (0.3m3 x 30kg/cm2) No.2 No.1
XA Start
No.4
DG440 Fail To GS and Control Air Reservoir AR004F
XA Shut
PIAL DG429 Down
DG427
XA Oil Mist To Air
SAMSUNG
PCHL PCHL PCHL PCHL
DG438 Detector Compressor MM065 MM065 MM065 MM065
XA Trip Power Drain Line
DG456 Failure To Air To Air
Shut SL Over No.2 Main Engine Compressor Compressor No.1 Main Engine Over SL Shut
Down Down Speed (7S70ME-C) Drain Line Drain Line (7S70ME-C) Speed Down Down
PI AS106F XA XA XA XA XA XA
MP133 MP134 MP141 MS141 MS134 MS133
NC
Start Wrong Remote Remote Wrong Start
Fail Way Power PI PIAL PIAL PI Power Way Fail
XA Start Fail MP048 AS007F MS048 Fail
No.3 DG340 Fail
XA XA XA XA XA XA
XA Shut MP142 MP143 MP137 MS137 MS143 MS142
PIAL DG329 Down
QGTC
DG327 Set
Remote Tele Safety Set Safety Tele Remote
XA Oil Mist 7.7kg/cm2 7.7kg/cm2
DG338 Detector ABN Power Power Power Power ABN
Fail Fail PI Set Set PI Fail Fail
XA Trip Power 30-7kg/cm2 30-7kg/cm2
XA XA XA XA XA XA
DG356 Failure MP135 MP144 MP138 MS138 MS144 MS135
Set Set
7.7kg/cm2 7.7kg/cm2
Safety Govern Exhaust Exhaust Govern Safety
PI AS105F ABN ABN Air PIAL PI Set Set PI PIAL Air ABN ABN
MP049 30-7kg/cm2 30-7kg/cm2 MS049
XA XA XA XA XA XA
MP136 MP1043 MP051 MS051 MS1043 MS136
XA Start XA PAL DAL XA

No.2 DG240 Fail MS140 MS138 MS138 MS140
XA Shut AS
PIAL DG229 Down NO 100F
DG227
XA Oil Mist NC
DG238 Detector To Scupper To Scupper
XA Trip Power AS101F
DG256 Failure
AS102F
PI AS104F PI PI Oil and Water PI PI
Separator
MC MC MC MC
MM075 AS004F MM068 AS003F AS001F MM066 AS002F MM074
XA Start
No.1
DG140 Fail AUTO TS PS AUTO Key AUTO TS PS
AUTO
TS PS TS PS
XA Shut ST/SP ST/SP ST/SP ST/SP
PIAL DG129 Down No.2 Air LO No.2 No.1 No.1
DG127 High Low
Air LO Air Air LO Air LO
XA Oil Mist Start : 27kg/cm2 Start :24kg/cm2 High Low High Low Start : 26kg/cm2 High Low Start : 28kg/cm2
DG138 Detector Stop : 30kg/cm2 Stop : 30kg/cm2 Stop : 30kg/cm2 Stop : 30kg/cm2
Bilge / Drain
XA Trip Power From Air From Air
DG156 Failure Reservoir Reservoir
Electrical Signal
PI AS103F Topping-Up Main Air Main Air Topping-Up

Air Compressor Compressor Compressor Air Compressor Primary Dirty
Generator Engines (100m3/h x 30kg/cm2) (380m3/h x 30kg/cm2) (380m3/h x 30kg/cm2) (100m3/h x 30kg/cm2) Bilge Tank

2.10 Compressed Air Systems Main Air Receiver All four compressors discharge into a common line which fills both main air
receivers. From the main air receivers there are two common outlets, of which
Manufacturer: Kangrim
2.10.1 Starting Air System one is a dedicated main air start line which splits to supply both main engines,
No. of sets: 2 while the other supplies the auxiliary air start receiver. This also operates at
Type: Vertical, cylindrical 30kg/cm2 and supplies the main engine control/safety air systems and the
Main Air Compressors Capacity: 16m3 at a pressure of 30kg/cm2 emergency air supply to the control and GS air systems. A cross-connection
Manufacturer: Tanabe from the main air receiver filling line allows the main air compressors to supply
No. of sets: 2 the auxiliary air receiver directly if necessary. This facility would be used
Auxiliary Air Receiver where the main air start system is to be shut down but the diesel generators are
Model: H-274
Manufacturer: Kangrim still required. It can also be used in an emergency to effect fast filling of the
Type: Reciprocating, water-cooled, 2-stage, motor-driven auxiliary air receiver and the subsequent start of the diesel generators.
No. of sets: 1
Capacity: 380m³/h x 30kg/cm2 free air delivery (FAD)
Type: Vertical, cylindrical A 30kg/cm2 to 7kg/cm2 pressure reducing station supplied from the auxiliary
Speed: 1,800 rpm
Capacity: 0.3m3 at a pressure of 30kg/cm2 air receiver supply line via isolating valves feeds the GS and control air systems
Lubrication: Forced feed
should this be necessary.
SAMSUNG
Cooling: Fresh water
Motor: 440V, 90kW, 3-phase, 60Hz, 1,800 rpm, IP54 Emergency Air Receiver The auxiliary air receiver is normally filled directly from the main air receivers
Manufacturer: Kangrim and has no compressor feeding it directly. It therefore acts as an accumulator
No. of sets: 1 in the air start line, reducing the load on the main air start receivers when the
Topping-Up Air Compressors
diesel generators are started. All four diesel generators have their own internal
Manufacturer: Tanabe Type: Vertical, cylindrical pressure reducing valves which reduce the starting air pressure from 30kg/cm2
No. of sets: 2 Capacity: 0.2m3 at a pressure of 30kg/cm2 to 8kg/cm2. The auxiliary air receiver is also used to start a main generator set
Model: H-64 in an emergency.
QGTC
Type: Reciprocating, water-cooled, 2-stage, motor-driven Introduction An emergency air compressor and receiver has also been fitted in the emergency
Capacity: 100m³/h x 30kg/cm2 free air delivery (FAD) generator room which is used in dead ship conditions to start the emergency
Speed: 1,800 rpm The starting air system for the main engines and diesel generators is a common generator. This is a diesel-driven, air-cooled unit, and the system is completely
Lubrication: Forced feed system, which shares two 16m3 start air receivers, a single 0.3m3 auxiliary independent of the main start air system. The emergency air receiver also has
air receiver, two main air compressors and two topping-up air compressors. automatic and manual drain arrangements.
Cooling: Fresh water The system is designed to have all four compressors and all three receivers
Motor: 440V, 30kW, 3-phase, 60Hz, 1,800 rpm, IP54 in use during normal operation. The topping-up compressors and main air All of the air compressors are directly coupled to electric motors and are
compressors are arranged for sequential start from two pressure switches, one mounted on anti-vibration mountings. The compressors are provided with
on each receiver. These pressure switches are cross-connected to ensure that cooling water from the port and starboard fresh water cooling systems which
Emergency Air Compressor the four compressors receive consistent start signals to maintain the sequence. serve to cool the inter-stage and after-stage coolers. The starboard system
Manufacturer: Donghwa / Jonghap Pneutec All three receivers have automatic and manual drain arrangements. supplies the No.1 main and topping-up compressors, while the port system
No. of sets: 1 supplies the No.2 main and topping-up compressors. The No.2 main air
The first topping-up compressor is designed to start automatically when the air compressor also has a small integral cooling water pump to boost the water
Model: CMA-15E
pressure in the lines has dropped to a preset value, normally set to 28kg/cm2, pressure and is supplied from the emergency switchboard. The compressors are
Type: Reciprocating, air-cooled, 2-stage, engine-driven but if the pressure continues to fall due to heavy demand, the second topping- protected by high air temperature shutdowns which trip the machines when the
Capacity: 4.5m³/h x 30kg/cm2 free air delivery (FAD) up compressor will start when the pressure falls to 27kg/cm2. Further pressure set point has been exceeded. A low pressure lubricating oil trip has also been
Speed: 1,040 rpm reduction will result in the two main air compressors starting sequentially, at provided which will shut down the machines if the LO pressure drops below
26kg/cm2 and 24kg/cm2 respectively. All four compressor units will then be a preset value. The compressors are started and stopped by pressure switches
Lubrication: Splash type
automatically stopped when the system pressure has recovered to 30kg/cm2. fitted on the common control air manifold, normally fed from both main air
Cooling: Air-cooled
receivers.
Engine: 4-stroke diesel, 3.5kW, water-cooled (radiator) The selection of the compressor sequence should be interchanged periodically
to ensure that each compressor has the desired running hours. These hours Each machine has been fitted with automatic loading and unloading valves.
should not necessarily be equal but adjusted to allow maintenance and survey The valves unload immediately prior to the compressor stopping and load
work to be staggered. Selection of the duty and standby compressors is made again shortly after the compressor has restarted and run up to speed. This
at the IAS selector panel. allows the compressor to start and stop off-load, so reducing the load on the
electric motor and the compressor running gear.


Sett PI Reducing
33k Emergency
PIAL PI NC Station
Emergency
Generator Emergency
(0.2m3 x 30kg/cm2)
Set Set
33kg/cm2 33kg/cm2
MM067
AR005F
PI (0.3m3 x 30kg/cm2) No.2 No.1
XA Start
No.4
XA Shut
PIAL DG429 Down
DG427
XA Oil Mist To Air
SAMSUNG
PCHL PCHL PCHL PCHL
MP133 MP134 MP141 MS141 MS134 MS133
NC
No.3 DG340 Fail
XA XA XA XA XA XA
PIAL DG329 Down
QGTC
DG327 Set
XA XA XA XA XA XA
Set Set
7.7kg/cm2 7.7kg/cm2
MP049 30-7kg/cm2 30-7kg/cm2 MS049
XA XA XA XA XA XA
MP136 MP1043 MP051 MS051 MS1043 MS136

XA Shut AS
DG227
XA Oil Mist NC
DG256 Failure
AS102F
Separator
MC MC MC MC
XA Start
No.1
AUTO
TS PS TS PS
DG127 High Low
Bilge / Drain
Electrical Signal


Switches at the local starter panel enable the compressors to be manually started Position Description Valve d) Ensure that the START/STOP settings for the compressors are
and stopped if necessary. When in remote operation, they can be arranged for in-line with the following table:
Closed No.2 main air receiver drain trap bypass valve
automatic operation from the IAS in the ECR.
Open No.1 main air receiver main air start outlet valve • Lead topping-up compressor start 28kg/cm2
The general service and control air systems can be supplied from the starting Open No.2 main air receiver main air start outlet valve • Lag topping-up compressor start 27kg/cm2
air system through pressure reducing stations should the independent general Closed Main air start line lowest point drain valve AS007F • Lead main air compressor start 26kg/cm2
service and control air compressors become inoperative. The operation of these Closed No.1 main engine air start inlet drain valve
two systems and how the interconnection works has been given in Sections • Lag main air compressor start 24kg/cm2
Closed No.1 main engine main air start valve
2.10.2 and 2.10.3 of this manual. • All compressors stop 30kg/cm2
Closed No.2 main engine air start inlet drain valve
Closed No.2 main engine main air start valve e) Ensure that power is available to the compressor starter panels
Procedure for Operating the Main Air System
Open No.1 main air receiver auxiliary receiver filling via the main isolator.
Normal Running Procedure (Automatic Control) valve
The following procedure assumes that the main and topping-up air compressors Open No.2 main air receiver auxiliary receiver filling f) Press the START button. The following should happen:
are being used to fill the main air receivers, with their normal starting sequence valve
SAMSUNG
• The compressor will start and run off-load.
in operation and the system fully operational: Open Auxiliary air receiver filling line valve AS100F
• The compressor will run off-load for approximately 20
Closed Auxiliary air receiver filling line drain valve AS102F seconds, after which the unloading solenoid valves will
a) Check the level of oil in all of the air compressors. Check that Open No.1 main engine safety air reducer inlet valves
all of the pressure gauge and instrumentation valves are open energise to charge the air system.
(x2)
and functional.
Open No.1 main engine safety air reducer outlet valves g) The compressor will now be controlled by the air system
(x2) pressure switches and at five minute intervals (adjustable), the
b) Ensure that all of the compressor cooling water system valves
are correctly set and the LT fresh water cooling system is fully Open No.1 main engine safety air reducer drain valves solenoid valves will be de-energised to open for approximately
(x2) two seconds to drain moisture collected in the inter-stage and
QGTC
operational in accordance with Section 2.5.2 of this manual.
Open No.1 main engine safety air reducer cross- final stage separator bowls.
c) Set the system valves as per the following table: connection valve
h) When the system is up to its operating pressure the drain
Open No.2 main engine safety air reducer inlet valves
solenoid valves are de-energised to open to drain and unload
Position Description Valve (x2)
each individual compressor and stop it. Manual drains around
Open No.1 main air compressor outlet valve AS001F Open No.2 main engine safety air reducer outlet valves the system should be opened periodically to test the automatic
Open No.1 topping-up air compressor outlet valve AS002F (x2)
drain traps.
Open No.2 main air compressor outlet valve AS003F Open No.2 main engine safety air reducer drain valves
(x2) The system is now operational. The topping-up and main air compressors will
Open No.2 topping-up air compressor outlet valve AS004F
Open No.2 main engine safety air reducer cross- start in response to the signals from the main air receiver pressure switches in
Open Oil/water separator drain valves (x4)
connection valve line with the table outlined above.
Closed Main compressor auxiliary air receiver direct AS101F
Closed Main air start/GS air system reducer inlet valve AS005F
filling valve The compressor start and stop set points are adjusted from the IAS system, as
Closed Main air start/GS air system reducer inlet valve AS006F
Open No.1 main air receiver filling valve well as being able to operate the compressors in manual mode.
Open Auxiliary air receiver filling valve
Open No.1 main air receiver operating valve to drain
trap Open Auxiliary air receiver operating valve to drain trap
Open No.1 main air receiver drain trap inlet valve Open Auxiliary air receiver drain trap inlet valve
Open No.1 main air receiver drain trap outlet valve Open Auxiliary air receiver drain trap outlet valve
Closed No.1 main air receiver drain trap bypass valve Closed Auxiliary air receiver drain trap bypass valve
Open No.2 main air receiver filling valve Open No.1 diesel generator air start inlet valve AS103F
Open No.2 main air receiver operating valve to drain Open No.2 diesel generator air start inlet valve AS104F
trap Open No.3 diesel generator air start inlet valve AS105F
Open No.2 main air receiver drain trap inlet valve Open No.4 diesel generator air start inlet valve AS106F
Open No.2 main air receiver drain trap outlet valve


Sett PI Reducing
33k Emergency
PIAL PI NC Station
Emergency
Generator Emergency
(0.2m3 x 30kg/cm2)
Set Set
33kg/cm2 33kg/cm2
MM067
AR005F
PI (0.3m3 x 30kg/cm2) No.2 No.1
XA Start
No.4
XA Shut
PIAL DG429 Down
DG427
XA Oil Mist To Air
SAMSUNG
PCHL PCHL PCHL PCHL
MP133 MP134 MP141 MS141 MS134 MS133
NC
No.3 DG340 Fail
XA XA XA XA XA XA
PIAL DG329 Down
QGTC
DG327 Set
XA XA XA XA XA XA
Set Set
7.7kg/cm2 7.7kg/cm2
MP049 30-7kg/cm2 30-7kg/cm2 MS049
XA XA XA XA XA XA
MP136 MP1043 MP051 MS051 MS1043 MS136

XA Shut AS
DG227
XA Oil Mist NC
DG256 Failure
AS102F
Separator
MC MC MC MC
XA Start
No.1
AUTO
TS PS TS PS
DG127 High Low
Bilge / Drain
Electrical Signal


Procedure to Operate the Emergency Air Compressor i) Once the receiver is at the desired pressure, open the separator
and compressor drains, then move the operating lever to STOP.
In the event of a total loss of power resulting in a ‘dead ship’ condition, a The engine will stop.
diesel-driven air compressor has been provided for the emergency generator
engine. Under normal circumstances, the emergency generator air receiver The starting handle is designed to detach itself from the machine once the
will be kept fully charged at all times, but it should be checked daily to ensure compressor builds up speed. DO NOT attempt to remove it if it fails to do so.
that the correct pressure is being maintained. In the event of a system leak, the
receiver has been fitted with a low pressure switch that alarms through to the The receiver should only be filled when the emergency generator is in a
IAS should the pressure fall. position to start. The emergency air compressor should also be tested regularly
to ensure that it will operate correctly in an emergency.
To prevent the build-up of moisture, the receiver should be drained at regular
intervals using the manual drain valve.
Should there be a failure of the ship’s systems to the stage where no air
pressure is available in the emergency generator air receiver (such as first start
SAMSUNG
after refit), the emergency air compressor can be used to charge the emergency
air receiver which can then be used to start the emergency generator. To fill the
emergency air receiver in these circumstances, the following procedure should
be adopted:
a) Open the emergency air receiver manual drain valve and ensure
any moisture present is removed. Close the receiver outlet
valve.
QGTC
b) Check that the receiver inlet valve is open.
c) Open the oil/water separator drains and the drains on the exhaust
line and the air compressor.
d) Check the sump and fuel levels in the engine and compressor.
e) Check the fuel injection is working using the priming lever.
f) Check that the engine unloading gear is off-load by moving the

lever to the START position and turn the unit 5 or 6 times using
the handle provided. This will lubricate the internal bearings.
g) With the engine unloaded, turn the compressor as fast as

possible, and once at maximum speed, move the operating lever
to RUN whilst continuing to turn the engine. The engine should
fire and run up to speed.
h) Once satisfied that the compressor is operating correctly,

close the exhaust drain, the compressor drain, then the oily
water separator drain to charge the receiver. The oily water
separator drain should be opened periodically during the filling
operation.

Illustration 2.10.2a General Service Air System

To Accommodation
To Deck To Accommodation General Service Air Systems To Mast Port Starboard
Service Ladder Port Starboard Air Horn To Foam Room Near GCU
To Emergency AR006F
Generator Room To GCU for Atomising
Near Economiser To Incinerator Atomising

AR016F
To Air Conditioning Room To Deck Workshop
AR038F
Near Hot Water Circulating
Near Air Conditioning Pump (Starboard 2nd Deck)
Plant (2nd Deck) AR007F
AR037F AR018F
To Inert Gas Generator Hydraulic Power Pack Room
Cofferdam Engine Room AR008F
Room (2nd Deck)
AR017F
Near Sea Chest
Main Engine Exhaust (Floor Starboard)
Valve Grinder (Port) AR015F
AR021F
Pressure Reducing Station
SAMSUNG
Near Fire Line Hydrophore Near Low Temperature Cooling Fresh
Tank (Floor Port) Water Pump (4th Deck Starboard)
PI
AR004F AR024F AR014F
NC NO
Near Purifier Room Near Purifier Room
Workbench (Port) Workbench (Starboard)
AS005F AR035F AR022F AR013F
To Emergency Diesel Oil Pump
PI
for No.3/4 Generator Engines To Emergency Diesel Oil Pump
NC for No.1/2 Generator Engines
Near Low Temperature Cooling
Fresh Water Pump (4th Deck Port)
AS006F AR036F AR005F AR023F To Sludge Dewatering Unit
To No.2 Main Engine
Cross-Connection Turbocharger Cleaning To No.1 Main Engine
To Control Air Receiver
QGTC
To Oily Water Separator Turbocharger Cleaning
(See Illustration To Main Air Receiver
2.10.3a) Safety Valve Outlet To No.2 Stern Tube To No.1 Stern Tube
Air Control Unit Air Control Unit
From Starting Set
Air System 7.7kg/cm2
Local Control Panel For Generator Engine
(See Illustration 2.10.1a) Fuel Oil Inlet Isolating Valves
NO PI PIAL (Located Outside Generator Engine Room)
MM070
Fuel Oil Inlet Valve
OF183F
General Service No.3 Generator Engine Key
Air Receiver Fuel Oil Inlet Valve
(7m3 x 7kg/cm2) OF182F
Air
OF181F Bilge / Drain
To Air No.1 Generator Engine
Compressor Fuel Oil Inlet Valve OF180F Electrical Signal
AR003F AR002F
Drain Line
General Service XI XI
Air Compressors MM081 MM080
(378m3/h x 7kg/cm2) AUTO AUTO

ST/SP ST/SP
No.2 No.1 Near Fresh/Drinking Water Generator Engine Room
Hydrophore Unit (Port) (Starboard)
AR019F AR011F
Generator Engine Room
In Workshop
(Port)
AR020F AR009F
To Steering Gear Room Near Main Engine Fuel
Valve Tester
Sea Chest For Emergency AR010F
Fire Pump
To Primary AR031F
Dirty Bilge Tank

2.10.2 General Service Air System The GS air system is shown in illustration 2.10.2a and is used to supply the The outlet valves at the various locations are shown as being open, but this will
following items of equipment: only be the case when air is being used at that location.
General Service Air Compressors • Deck services
Manufacturer: Tamrotor • Quick-closing valve air receiver
Open No.1 GS air compressor outlet valve AR002F
No. of sets: 2 • Accommodation embarkation ladder Open No.2 GS air compressor outlet valve AR003F
Type: Screw, water-cooled with belt-drive • Air horns Open GS air receiver filling valve
Model: EMH 44-8 EWNA
• Generator engine fuel oil inlet quick-closing valves Open GS air receiver outlet valve
Capacity: 378m3/h x 7.0kg/cm2 Open GS air receiver operating valve to drain trap
Motor: 440V, 43kW, 3,530 rpm, IP55 • Incinerator atomising air
Open GS air receiver drain trap inlet valve
• Gas combustion unit atomising air
Open GS air receiver drain trap outlet valve
General Service Air Receiver • Accommodation general service air Closed GS air receiver drain trap bypass valve
Manufacturer: Kangrim • Engine room and steering gear room general air services Closed GS air supply to control air system
SAMSUNG
No. of sets: 1 • Foam room general service air supply Closed 30/7kg/cm2 back-up reducing station inlet valve AS005F
Type: Vertical, cylindrical Open 30/7kg/cm2 back-up reducing station outlet valve AR035F
• Emergency generator general service air supply
Model: AR26012V Closed 30/7kg/cm2 back-up reducing station inlet valve AS006F
• Air conditioning room general service air supply
Capacity: 7.0m3 at a pressure of 7.0kg/cm2 Open 30/7kg/cm2 back-up reducing station outlet valve AR036F
• Diesel generator engine emergency diesel oil supply pumps Open Deck service line valve AR004F
(x2)
Open Engine room service line valve AR005F
Introduction • Sludge dewatering unit Open Accommodation ladder line valve AR038F
QGTC
The general service (GS) air system is normally supplied with air from the • Stern tube air control units (x2) Open Deck general service air line valve AR037F
general service air receiver which is replenished by the one of the two dedicated • Oily water separator Open Near fresh water hydrophore unit supply valve AR019F
general service air compressors. The GS air system can also be used to supply Open Workshop supply valve AR009F
the control air system, but the crossover valve is normally maintained in the • Main engine turbocharger cleaning units
Open Near main engine fuel valve tester supply valve AR010F
closed position. The control air system cannot supply the service air system. • Deck workshop
Open Steering gear room supply valve
The general service air system, and subsequently the control air system, can General service air is made available for general use at various locations around Open Diesel generator room (port) supply valve AR020F
also be supplied in an emergency from the main starting air receivers via a the vessel at valves featuring quick-release couplings. Some services, such as Open Diesel generator room (starboard) supply valve AR011F
30kg/cm² to 7kg/cm2 reducing station, comprising two reducing valves, one the fresh water hydrophores, have local valves and flexible hoses fitted which Open Near gas combustion unit supply valve AR006F
normally in service and the other on standby. The air supply from the reducing are used almost exclusively for that purpose. However, like all air quick-release Open Gas combustion unit atomising air master valve
station connects into the service air system on the outlet side of the service air couplings, they should be tested and lubricated every three months to ensure Open Incinerator unit atomising air master valve AR032F
receiver, however, this reducing station is only used in emergency situations their continued operation.
and is normally shut off. Open Deck workshop supply valve
Open Near hot water circulating pumps, engine room AR007F
The GS air compressors are of the belt-driven screw-type which are cooled by Procedure for Preparing the General Service Air System for 2nd deck supply valve
water from the port fresh water cooling system. They each have a capacity of Operation Open Hydraulic power unit room supply valve AR008F
300m3/h and operate at a pressure of 7.0kg/cm2. The compressors are housed Open Near starboard sea chest, engine room floor AR015F
in acoustic enclosures that contain the electric drive motors, the compressors, a) Ensure that all of the instrumentation valves are open and that
Open Near LT cooling fresh water pumps, engine room AR014F
coolers and all of the support services. The compressors are controlled by the the instrumentation is reading correctly.
4th deck starboard supply valve
pressure in the service air system and load/unload as required.
b) Check the oil level in the compressors and replenish as necessary. Open Purifier room starboard supply valve AR013F
Check that all of the pressure gauge and instrumentation valves Open No.1/No.2 generator engine emergency MDO AR026F
are open and functional. pump air supply isolating valve
Closed No.1/No.2 generator engine emergency MDO AR027F
c) Set the compressor valves for operation, ensuring that the drains pump air supply manual run valve
are operational, then set the system valves in accordance with
the following table:

Illustration 2.10.2a General Service Air System

To Accommodation
To Deck To Accommodation General Service Air Systems To Mast Port Starboard
Service Ladder Port Starboard Air Horn To Foam Room Near GCU
To Emergency AR006F
Generator Room To GCU for Atomising
Near Economiser To Incinerator Atomising

AR016F
To Air Conditioning Room To Deck Workshop
AR038F
Near Hot Water Circulating
Near Air Conditioning Pump (Starboard 2nd Deck)
Plant (2nd Deck) AR007F
AR037F AR018F
To Inert Gas Generator Hydraulic Power Pack Room
Cofferdam Engine Room AR008F
Room (2nd Deck)
AR017F
Near Sea Chest
Main Engine Exhaust (Floor Starboard)
Valve Grinder (Port) AR015F
AR021F
Pressure Reducing Station
SAMSUNG
Near Fire Line Hydrophore Near Low Temperature Cooling Fresh
Tank (Floor Port) Water Pump (4th Deck Starboard)
PI
AR004F AR024F AR014F
NC NO
Near Purifier Room Near Purifier Room
Workbench (Port) Workbench (Starboard)
AS005F AR035F AR022F AR013F
To Emergency Diesel Oil Pump
PI
for No.3/4 Generator Engines To Emergency Diesel Oil Pump
NC for No.1/2 Generator Engines
Near Low Temperature Cooling
Fresh Water Pump (4th Deck Port)
AS006F AR036F AR005F AR023F To Sludge Dewatering Unit
To No.2 Main Engine
Cross-Connection Turbocharger Cleaning To No.1 Main Engine
To Control Air Receiver
QGTC
To Oily Water Separator Turbocharger Cleaning
(See Illustration To Main Air Receiver
2.10.3a) Safety Valve Outlet To No.2 Stern Tube To No.1 Stern Tube
Air Control Unit Air Control Unit
From Starting Set
Air System 7.7kg/cm2
Local Control Panel For Generator Engine
(See Illustration 2.10.1a) Fuel Oil Inlet Isolating Valves
NO PI PIAL (Located Outside Generator Engine Room)
MM070
OF183F
General Service No.3 Generator Engine Key
Air Receiver Fuel Oil Inlet Valve
(7m3 x 7kg/cm2) OF182F
Air
OF181F Bilge / Drain
To Air No.1 Generator Engine
Compressor Fuel Oil Inlet Valve OF180F Electrical Signal
AR003F AR002F
Drain Line
General Service XI XI
Air Compressors MM081 MM080
(378m3/h x 7kg/cm2) AUTO AUTO

ST/SP ST/SP
No.2 No.1 Near Fresh/Drinking Water Generator Engine Room
Hydrophore Unit (Port) (Starboard)
AR019F AR011F
Generator Engine Room
In Workshop
(Port)
AR020F AR009F
To Steering Gear Room Near Main Engine Fuel
Valve Tester
Sea Chest For Emergency AR010F
Fire Pump
To Primary AR031F
Dirty Bilge Tank

Position Description Valve that the standby compressor shuts down correctly and assumes • Drain time and interval for water separator
the standby role. • Compressor blow-out time before restarting (starting waits until
Operational No.1/No.2 generator engine emergency MDO
pump air supply solenoid valve receiver is empty)
f) Check the compressor and system drain traps are operational
Open Dewatering unit supply valve and that the duty compressor starts and stops automatically as The electronic unit is equipped with three LCD displays that give information
Closed No.1 main engine turbocharger cleaning master required. on the compressor’s working pressure, temperature and maintenance, such as
valve changing of filters, etc. The unit also has an automatic starting facility that
Open No.1 stern tube air control unit inlet master valve g) Ensure that the remote user outlets are receiving air. The air operates after a power failure, but this function can be switched off, so needs
Closed No.1 stern tube air control unit inlet bypass valve receiver manual drain valve and the air valves at the various user to be checked if operational through the vendor’s operating manual.
locations should be opened periodically to blow them through to
Open No.2 stern tube air control unit inlet master valve
remove any condensate that may have accumulated and prevent The control unit comprises of five main menus, with one menu providing
Closed No.2 stern tube air control unit inlet bypass valve valve seizure. access to service sub-menus and the factory settings. When the compressor is
Open Oily water separator master inlet valve switched on, the read-out/status menu will appear and display the running status
Closed No.2 main engine turbocharger cleaning master Procedure if the General Service Air Compressor is Unavailable of the compressor. The status menu shows the following machine conditions:
valve
SAMSUNG
Should the GS air compressors and/or the air receiver need to be taken out of • Ready for operation
Open Near LT cooling fresh water pumps, engine room AR023F
4th deck port supply valve service for maintenance or survey work, the system can still be supplied with • Running under load
air from the starting air system via the pressure reducing station. To do this, the
Open No.3/No.4 generator engine emergency MDO AR028F • Percentage capacity
inlet valves AS005F and AS006F at the reducing station should be opened after
pump air supply isolating valve
first ensuring that the outlet valves from the reducers are open. • Running off-load
Closed No.3/No.4 generator engine emergency MDO AR029F
pump air supply manual run valve • Current fault message
CAUTION
Operational No.3/No.4 generator engine emergency MDO
It is good practice to always have the outlet valve from any reducing Each menu has various sub-menus which are accessed by pressing the up and
pump air supply solenoid valve
QGTC
station open before opening the inlet valve. This will avoid any possible down keys. Pressing the (+) key will gain access to the next menu in turn, while
Open Purifier room port supply valve AR022F over-pressurisation of the reducer internal parts. pressing the (-) or the RETURN will revert the display to the read-out/status
Open Near fire line hydrophore tank, engine room floor AR024F menu. If the display is not used for one minute the display will automatically
Open Main engine exhaust valve grinder supply valve AR021F This reducing station can also be used to augment the GS air system if the GS revert to the read-out/status menu.
Open Inert gas generator supply valve AR017F air system is being used to supply the control air system and the system load is
found to be high. As soon as the GS air compressor and/or receiver are available The following is a list of the available menus and their respective sub-menus.
Open Near air conditioning plant, engine room 2nd AR018F
for work, these valves must be closed and the system returned to normal.
deck supply valve
Open Air conditioning room supply valve Read-Out/Status Menu
Open Near economiser supply valve AR016F Compressor Electronic Control Unit
• Network air temperature
Open Emergency generator room supply valve
The electronic unit on the front of the GS air compressor cabinet is as shown • Oil separation receiver pressure
Open Foam room supply valve
in illustration 2.10.2b, and this controls all of the functions connected with the
Set No.1 generator engine fuel oil cut-off valve • Date and time
regulation of the compressor and adjusts the parameters of the compressor as
OF180F air supply valve listed below.
Set No.2 generator engine fuel oil cut-off valve Error Read-Out Menu
OF181F air supply valve • Output regulating - unloading/stopping, automatics/continuous
running and start/stop operation The last ten faults can be displayed by scrolling up and down the menu.
Set No.3 generator engine fuel oil cut-off valve
OF182F air supply valve • Unloading pressure - the pressure (upper limit) at which the
Set No.4 generator engine fuel oil cut-off valve compressor unloads
OF183F air supply valve • Output pressure - the pressure (lower limit) at which the
compressor goes over from unloading to full output
d) Select the duty and standby GS compressors at the IAS panel. • Activating of the temperature protector switch that stops the
compressor
e) Start the duty GS air compressor in automatic mode, then switch
the other to automatic standby. The compressors will start and • Compressor motor star connection time at starting
pressurise the system. Ensure that both compressors start and • Compressor unloading time before stopping

Hours/Timers Menu Illustration 2.10.2b General Service Compressor Electronic Control Panel
• Running hours
• Load hours
• Air flow temperature
• Oil flow temperature
• Oil separator change due
• Oil change due
E R GE N C
M
Y
E
A
Operational Settings Menu 60
40
1 SHUTDOWN 5
7.0 BAR 35 °C 20
• Unloading pressure I ON 2 1848 HRS AUTOMATIC SERVICE 6
0
3 BLOWDOWN AUTOMATIC 7
SAMSUNG
• Loading pressure 4 AUTO TIMER 4: 37 POWER 8 STOP
O OFF
• Pressure schedule ON/OFF
9 15 0 1 0 1
• Pressure schedule 12 ENTER
10 16
• Run on time
• Drain separator time
11 I 13 14 O/ 17 Local: 0
RUN STOP/RESET Motor Motor Compressor Remote: 1
heater on heater switch running Control
• Drain moisture time
QGTC
Main Selection Menu
• Service and factory settings
If any values are to be changed, move the display to the appropriate sub-menu
using the up and down keys, and when the desired display is shown, press
ENTER. This will cause the display to start flashing. Press (+) or (-) to change
the setting. When the desired new value is displayed, press ENTER again to
save the new setting in the controller’s memory.

Illustration 2.10.3a Control Air System To Emergency Generator Damper

NO To I.G System To Control Locker Air Receiver
Fire and General To GCU Control
and Fire Damper Control Panel
Alarm Air Horn Air Service
Key AC024F AC018F AC023F AC022F AC016F AC015F
(IGG Room 2nd Deck) NO
Foam Air Horn No.1 GCU No.1 Auxiliary Boiler HFO / DO HFO / DO ME FO Automatic
Air No.1 HFO
(IGG Room 2nd Deck) Combustion Air Feed Water Changeover Supply Changeover Supply Filter for
NO Fan Damper Control Valve Valve for No.3 GE Valve for No.1 GE Purifier No.1 ME
Fire and General Bilge / Drain
Alarm Air Horn No.2 GCU No.1 Auxiliary HFO / DO HFO / DO GE FO Automatic
(IGG Room 3rd Deck) Electrical Signal Combustion Air Boiler Changeover Return Changeover Return No.2 HFO Filter for
NO
Fan Damper Burner Unit Valve for No.3 GE Valve for No.1 GE Purifier No.1/2 GE
Foam Air Horn
(IGG Room 3rd Deck) No.1 GCU No.2 Auxiliary Boiler HFO / DO HFO / DO No.1 ME FO
Dilution Air Feed Water Changeover Supply Changeover Supply Main LO Viscorator Filter
Control Air Dryer Control Air Dryer Fan Damper Control Valve Valve for No.4 GE Valve for No.2 GE Purifier for No.1 ME
(250m3 x 7kg/cm2) DPI DPI (250m3 x 7kg/cm2)
No.2 GCU No.2 Auxiliary HFO / DO HFO / DO No.1 GE FO
Dilution Air Boiler Changeover Return Changeover Return GE LO Viscorator Filter
AC011F AC012F Fan Damper Burner Unit Valve for No.4 GE Valve for No.2 GE Purifier for No.1/2 GE
PI PI PI PI
PS PS PS PS No.1 GCU Fire and General NO NO
Fire and General No.2 HFO / DO
SAMSUNG
Cooling Air Steam
PI PI PI PI Alarm Air Horn Alarm Air Horn GE LO Changeover Valve
AC013F Fan Damper Dump Valve
NC (3rd Deck) (3rd Deck) Purifier for No.1 ME
No.2 GCU Steam Pressure NO NO
Foam Air Horn Sludge HFO / DO
Cooling Air Reducing Valve Foam Air Horn
(3rd Deck) Dewatering Changeover Valve
Fan Damper (3rd Deck)
NO NO Unit for No.1/2 GE
DPI DPI DPI DPI Fire and General
Fire and General Spare
Alarm Air Horn Spare Spare
Alarm Air Horn
(2nd Deck)
AC009F AC010F (A Deck)
XA XA NO NO Spare Spare
MM129 MM128
Foam Air Horn Foam Air Horn Spare
(A Deck) (2nd Deck)
No.3/4 Generator Engine No.1/2 Generator Engine Starboard Purifier
QGTC
From General Service Engine Room 2nd Deck
Air Reservoir (See Casing Room 3rd Deck Room 3rd Deck Room 4th Deck
AC AC
Illustration 2.10.2a) 007F 008F To Cargo Control
AC025F Air System AC015F
To Main Air Reservoir
Safety Valve Outlet NO AC016F
AC020F AC019F AC021F AC017F Foam Air Horn AC014F
Set (3rd Deck)
7.7kg/cm2
ME LO Automatic No.1/2 Central FW
No.3 HFO ME FO Automatic ME LO Automatic Fire and General Alarm
Filter for No.2 ME Cooler Temperature
Purifier Filter for No.2 ME Filter for No.1 ME Air Horn (3rd Deck) NO
PIAL PI AC AC Control Valve
MM071 NO 005F 006F Fire and General Alarm
ME LO Temperature ME LO Temperature No.3/4 Central FW
No.4 HFO GE FO Automatic Air Horn (S/G Room) NO
Control Valve for Control Valve for Temperature
Purifier Filter for No.3/4 GE No.2 ME No.1 ME Control Panel for Control Valve
To Air To NO No.1 M/E Top Bracing
Compressor Scupper ME FO Fire and General Reliquefaction Plant
Control No.3 Main Oily Water
Drain Line Viscorator Filter Alarm Air Horn Central FW Cooler
Air Reservoir LO Purifier Separator Control Panel For
for No.2 ME (Floor) Temperature Control Valve
(7m3 x 7kg/cm2) NO No.1 M/E Top Bracing
No.3 G/E GE FO Foam Air White Box ME Jacket Cooling FW
Hydraulic Bleed PI
LO Purifier Viscorator Filter for Horn (Floor) Fail-Safe System Top Bleed Temperature Control
AC003F AC004F No.3/4 GE Bracing Valve for No.1 ME
Spare Pretreatment PI
No.4 G/E HFO / DO Unit Bleed ME Jacket Cooling
MI MI Bleed
MM083 MM082
LO Purifier Changeover Valve FW Temperature Control
Control for No.2 ME Spare Spare Fill PI Valve for No.2 ME
Air Compressors AUTO AUTO Compressed Air NO
(378m3/h x ST/SP ST/SP HFO / DO Fire and General
No.2 No.1 Spare Spare Spare Alarm Air Horn
7kg/cm2) Changeover Valve for
Control Panel For (4th Deck)
No.3/4 GE No.2 M/E Top Bracing
Spare Spare NO
PI Bleed Hydraulic Foam Air
Spare Spare
Floor Floor Bleed Top Horn (4th Deck)
Bracing
PI
Bleed Spare
Control Panel Bleed
for No.2 M/E Top Port Purifier Room 4th Deck
PI Fill
Scupper Bracing 4th Deck Compressed Air

2.10.3 Control Air System Under normal operating conditions the compressors will operate and meet all After one minute the moist air inlet valve opens on tower No.2 and the
of the requirements of the system, but if the compressors are not available for corresponding inlet valve on tower No.1 closes. Tower No.2 thus acts as the
service or have been isolated for maintenance or survey, it is also possible to drying tower whilst the above sequence for regenerating the desiccant is carried
Control Air Compressors
supply the air from the GS air system. If this is not available, a third method of out on tower No.1. The complete cycle lasts for ten minutes, during which time
Manufacturer: Tamrotor supply is from the starting air compressor system via a 30/7.0kg/cm2 reducing each tower has acted as a dryer and then has its internal desiccant dried.
No. of sets: 2 station, but this should only ever be used in an emergency, and only if both of
Type: Screw, water-cooled with belt-drive the control and GS air compressors are unavailable. The condition of the desiccant in the towers can be checked by means of the
moisture indicators fitted. If the indicator shows green in colour, the tower
Model: EMH 44-8 EWNA In the engine room, most of the control air is distributed to control air is operating correctly and the control air leaving the tower will be dry. If the
Capacity: 378m3/h x 7.0kg/cm2 manifolds, which in turn supply different users from a common source. This colour has changed to orange~yellow, the desiccant is wet and needs to be
Motor: 440V, 43kW, 3,530 rpm, IP55 arrangement serves to simplify the pipework and assist the operator in locating regenerated. The desiccant has a normal operating life in excess of 5 years
individual equipment air supply valves. Automatic starting and stopping of the provided it is purged correctly.
control air compressors is achieved by means of a pressure switch fitted to the
Control Air Receiver compressor discharge line. The compressor will start when the line pressure The control air system supplies the emergency air receiver for the emergency
Manufacturer: Kangrim has dropped to 6.0kg/cm2 and stop again when it has reached 7.0kg/cm2. The quick-closing outlet valves on the fuel, lubricating and waste oil tanks. For
SAMSUNG
No. of sets: 1 control air compressors are identical to the GS air compressors. details of this system, please refer to Section 4.3 of this manual. This supply
also feeds the following fan dampers:
Type: Vertical, cylindrical
The control air is processed through two control air dryers and two in-line
Model: AR26012V • Engine room surplus air dampers (x2)
moisture traps before supplying the control air services as shown in illustration
Capacity: 7.0m3 at a pressure of 7.0kg/cm2 2.10.3a. The two control air dryers are of the desiccant (activated alumina) type • Port and starboard purifier room exhaust dampers
where the chemical acts as a desiccant to absorb moisture in the air. The two • Welding space exhaust damper
dryer systems are normally operated with one in use with the other switched
Emergency Air Receiver to standby or undergoing maintenance. They may be bypassed completely in • Engine room supply fans (x4)
Manufacturer: Kangrim an emergency.
QGTC
No. of sets: 1 Procedure for Preparing the Control Air System for
Type: Vertical, cylindrical CAUTION Operation
Model: AR03017V It is essential that, where possible, the control air is dried before being
allowed to enter the system, as any moisture in the air can cause a) Ensure that all of the instrumentation and root valves are open
Capacity: 0.25m3 at a pressure of 7.0kg/cm2
problems with actuators or other parts of the system that could lead to and that the instrumentation is functioning correctly.
component failure.
Control Air Dryer b) Check the control air compressor LCD display to confirm that
the machine working parameters are all within limits.
Manufacturer: Tamrotor Control Air Dryer Operation
Model: A 400
Each dryer has two towers containing desiccant which is very porous and c) Check that there is electrical power at the control air dryer, then
No. of sets: 2 start the dryer operating by turning the ON/OFF switch to the
can absorb large amounts of water vapour. The operation of the towers is
Type: Desiccant dryer repetitive and is undertaken on a timed cycle set during manufacture. While the ON position. If the desiccant type dryer has not been used for
Capacity: 250m3/h desiccant in the first tower dries the compressed air, the second tower is being some time the desiccant should be regenerated for approximately
Power: 220V, 60Hz, 1-phase regenerated and vice versa. The incoming moist compressed air passes through six hours before any moist compressed air is admitted.
Working pressure: 7.0kg/cm2 the air inlet valve via a flow distributor to desiccant tower No.1 for drying. A
portion of the dried air flows through a regulating valve where the pressure is d) Set the valves in accordance with the table below:
adjusted before passing through orifices where the now expanded air is directed
Introduction via a flow distributor into tower No.2. Position Description Valve
Closed Supply valve from service air system
All of the control air systems on board the vessel are supplied from the 7m3 The water in the tower No.2, having been absorbed by the drying process, is Open No.1 control air compressor discharge valve AC004F
control air receiver located in the engine room, which is fed from one or both now extracted from the desiccant, thus regenerating it for further use. The now
Open No.2 control air compressor discharge valve AC003F
of the control air compressors. wet purge air is passed through a flow distributor, purge air valve and silencer,
before being vented to atmosphere. This sequence lasts for four minutes, after Open Control air receiver inlet valve
which the purge air valve closes. Open Control air receiver outlet valve
Open Control air receiver operating valve to drain trap


Air No.1 HFO
NO
Foam Air Horn
PI PI PI PI
SAMSUNG
Cooling Air Steam
Alarm Air Horn
(2nd Deck)
MM129 MM128
(A Deck) (2nd Deck)
QGTC
AC AC
Set (3rd Deck)
7.7kg/cm2
Hydraulic Bleed PI
MI MI Bleed
MM083 MM082
Spare Spare NO
Spare Spare
Bracing
PI
Bleed Spare
Control Panel Bleed
PI Fill

Position Description Valve Position Description Valve Position Description

Open Control air receiver drain trap inlet valve Closed Engine room 4th deck manifold drain valve Set No.2 main engine HFO/MDO changeover valve
Open Control air receiver drain trap outlet valve Open Starboard purifier room No.1 manifold inlet valve AC016F Set No.3/No.4 generator engine HFO/MDO changeover valve
Closed Control air receiver drain trap bypass valve Closed Starboard purifier room No.1 manifold drain Set No.2 main engine hydraulic bracing control panel
Open Moisture trap inlet valve AC005F valve Closed Spare supply (x1)
Open Moisture trap outlet valve AC007F Open Starboard purifier room No.2 manifold inlet valve AC015F
Open Moisture trap inlet valve AC006F Closed Starboard purifier room No.2 manifold drain Engine Room Floor No.1 Manifold (AC021F)
valve
Open Moisture trap outlet valve AC008F
Open No.1/No.2 generator engine room manifold inlet AC022F Position Description
Open No.1 control air dryer (desiccant) inlet valve AC010F
valve Set No.2 main engine lubricating oil automatic filter
Open No.1 control air dryer (desiccant) outlet valve AC012F
Closed No.1/No.2 generator engine room manifold drain Set No.2 main engine lubricating oil temperature control valve
Open No.2 control air dryer (desiccant) inlet valve AC009F valve Set Engine room floor fire and general alarm horn
Open No.2 control air dryer (desiccant) outlet valve AC011F Open No.3/No.4 generator engine room manifold inlet AC023F Set Engine room floor foam alarm horn
SAMSUNG
Closed Desiccant control air dryers bypass valve AC013F valve Closed Spare supply (x4)
Open Inert gas generator control air inlet valve Closed No.3/No.4 generator engine room manifold drain
Open Inert gas dryer control air inlet valve valve
Engine Room Floor No.2 Manifold (AC017F)
Set Inert gas generator room alarm air horn flow Open Engine room 2nd deck manifold inlet valve AC018F
control valve Closed Engine room 2nd deck manifold drain valve Position Description
Set Inert gas generator room foam air horn flow Open Engine room casing manifold inlet valve AC024F Set No.1 main engine lubricating oil automatic filter
control valve, 2nd deck Closed Engine room casing manifold drain valve Set No.1 main engine lubricating oil temperature control valve
Set Inert gas generator room general and fire alarm Set Oily water separator
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air horn flow control valve
Note: Although the valves are shown as being open, this is their normal Set White box fail-safe system
Set Inert gas generator room foam air horn flow operating condition and they will be closed if the service is not being used. Set Pretreatment unit
control valve, 3rd deck
Closed Spare supply (x3)
Set Steering gear room general and fire alarm air For reference, the engine room manifolds supply the following users:
horn flow control valve
Set Engine room 3rd deck general and fire alarm air Engine Room 4th Deck Manifold (AC014F)
Port Purifier Room No.1 Manifold (AC020F)
horn flow control valve Position Description
Set Engine room 3rd deck foam alarm air horn flow Position Description
Set No.1/No.2 central fresh water cooler temperature control valve
control valve Set No.3 HFO purifier
Set No.3/No.4 central fresh water cooler temperature control valve
Open Cargo control air system supply valve AC025F Set No.4 HFO purifier
Set Reliquefaction plant central fresh water cooler temperature
Open Emergency air receiver inlet valve Set No.3 generator engine LO purifier control valve
Open Emergency fire damper system inlet valve Set No.4 generator engine LO purifier Set No.1 main engine jacket cooling water temperature control
Open Emergency generator damper inlet valve Set No.3 main LO purifier valve
Open Gas combustion unit inlet valve Set No.2 main engine hydraulic bracing control panel Set No.2 main engine jacket cooling water temperature control
Open Port purifier room No.1 manifold inlet valve AC020F Closed Spare supply (x2) valve
Closed Port purifier room No.1 manifold drain valve Set Engine room 4th deck fire and general alarm horn
Open Port purifier room No.2 manifold inlet valve AC019F Port Purifier Room No.2 Manifold (AC019F) Set Engine room 4th deck foam alarm horn
Closed Port purifier room No.2 manifold drain valve Closed Spare supply (x1)
Position Description
Open Engine room floor No.1 manifold inlet valve AC021F
Set No.2 main engine fuel oil automatic filter
Closed Engine room floor No.1 manifold drain valve
Set No.3/No.4 generator engine fuel oil automatic filter
Open Engine room floor No.2 manifold inlet valve AC017F
Set No.2 main engine fuel oil viscorator
Closed Engine room floor No.2 manifold drain valve
Set No.3/No.4 generator engine fuel oil viscorator
Open Engine room 4th deck manifold inlet valve AC014F


Air No.1 HFO
NO
Foam Air Horn
PI PI PI PI
SAMSUNG
Cooling Air Steam
Alarm Air Horn
(2nd Deck)
MM129 MM128
(A Deck) (2nd Deck)
QGTC
AC AC
Set (3rd Deck)
7.7kg/cm2
Hydraulic Bleed PI
MI MI Bleed
MM083 MM082
Spare Spare NO
Spare Spare
Bracing
PI
Bleed Spare
Control Panel Bleed
PI Fill

Starboard Purifier Room No.1 Manifold (AC016F) Engine Room 2nd Deck Manifold (AC018F) i) Check the operation of the control air system periodically and
ensure that the dryers are working effectively.
Position Description Position Description
Set No.1 HFO purifier Set No.1 auxiliary boiler feed water control valve Note: The manifolds are provided with drain valves which should be operated
Set No.2 HFO purifier Set No.1 auxiliary boiler burner unit daily to drain any water which may be present in the system, as should the
Set No.1 generator engine LO purifier Set No.2 auxiliary boiler feed water control valve receiver drain valves.
Set No.2 generator engine LO purifier Set No.2 auxiliary boiler burner unit
Set No.1 main LO purifier Set Steam dump valve Compressor Electronic Control Unit
Set Sludge dewatering unit Set Steam pressure reducing valve
Set No.1 main engine hydraulic bracing control panel Set Engine room 2nd deck starboard fire and general alarm horn The control air compressors are identical to the GS air compressors and share
Closed Spare supply (x1) Set Engine room 2nd deck starboard foam alarm horn an identical control unit. This unit is shown in illustration 2.10.2b and is
described in detail in Section 2.10.2 of this manual. For details of the operation
of this unit, please refer to this section of the manual.
Starboard Purifier Room No.2 Manifold (AC015F) Engine Room Casing Manifold (AC024F)
SAMSUNG
Position Description Position Description
Set No.1 main engine fuel oil automatic filter Set No.1 gas combustion unit air fan damper
Set No.1/No.2 generator engine fuel oil automatic filter Set No.2 gas combustion unit air fan damper
Set No.1 main engine fuel oil viscorator Set No.1 gas combustion unit dilution air fan damper
Set No.1/No.2 generator engine fuel oil viscorator Set No.2 gas combustion unit dilution air fan damper
Set No.1 main engine HFO/MDO changeover valve Set No.1 gas combustion unit cooling air fan damper
Set No.1/No.2 generator engine HFO/MDO changeover valve Set No.2 gas combustion unit cooling air fan damper
QGTC
Closed Spare supply (x2) Set A deck starboard fire and general alarm horn
Set A deck starboard foam alarm horn
No.1/No.2 Generator Engine Room Manifold (AC022F) Set Gas combustion unit air damper
Set Gas combustion control damper
Set No.1 generator engine HFO/MDO supply changeover valve
Note: Although the valves are shown as being open, this is their normal
Set No.1 generator engine HFO/MDO return changeover valve operating condition and they will be closed if the service is not being used.
Set No.2 generator engine HFO/MDO supply changeover valve
Set No.2 generator engine HFO/MDO return changeover valve e) Select the duty and standby control compressors using the IAS
Set No.1/No.2 generator engine room fire and general alarm horn screen.
Set No.1/No.2 generator engine room foam alarm horn
f) Start the duty control air compressor in automatic mode, then
Closed Spare supply (x2)
switch the other to automatic standby. The compressors will
start and begin to pressurise the system. Ensure that both
No.3/No.4 Generator Engine Room Manifold (AC023F) compressors start and that the standby compressor shuts down
correctly and assumes the standby role.
Set No.3 generator engine HFO/MDO supply changeover valve g) Check that the moisture trap drains are open and that the drains
Set No.3 generator engine HFO/MDO return changeover valve are operating and draining the water away from the moisture
Set No.4 generator engine HFO/MDO supply changeover valve traps. This is normally done automatically, but it is important to
Set No.4 generator engine HFO/MDO return changeover valve ensure that the moisture traps operate effectively.
Set No.3/No.4 generator engine room fire and general alarm horn
h) Ensure that the control air dryers are operating correctly and
Set No.3/No.4 generator engine room foam alarm horn cycling as required. Check for any alarms and investigate/
Closed Spare supply (x1) reset any indicated problems. Check the differential pressure
indicators to ensure correct operation.

Illustration 2.11.1a Steering Gear Hydraulic System
Pilot Emergency Torque

Relief Orifice
Handle Motor No.2 Hydraulic
Valve Boost
Key Bypass
Relief
Valve
Hydraulic Oil
Electrical Signal
No.2 Valve Block No.2 Servo
Controller
No.2 Filter
Transfer
Valve
Safety Safety
Valve Valve T3-1 No.2 Janney Pump
No.2
B M Motor
SAMSUNG
T3-2
No.2 Pump Unit
No.4 No.2 Level Switch for

LS Low and Low Level
Cylinder Cylinder Low Level Alarm LS No.2
Switches for Automatic
No.2 Automatic Hydraulic
Isolation Valve Oil Tank Isolation System Low
LS and Low Level Alarm
D3-2 D3-1
QGTC
Sol a Sol b
Inter-Connection Line
Pilot Emergency No.1 Hydraulic
Torque
Sol a Sol b Relief Orifice Bypass
Boost Handle Motor
Valve
Relief
D-2 D-1
Valve
No.1 Automatic
Isolation Valve
No.3 No.1
Cylinder Cylinder No.1 Servo
Controller Filter
A
T-1 No.1 Janney Pump
Safety Safety No.1
M Motor
Valve Valve No.1 Auxiliary
T-2 Pump
No.1 Pump Unit

Operating Instructions No.1
Case Working Working Bypass Valve Auto Isolation Valve Notices Transfer
Pump Cylinder A B No.1 No.2
No.1 Valve Block Valve
1 1 or 2 1,2,3,4 X X O O O - Valve Level Switch for Low and Low Level

LS
2 1 and 2 1,2,3,4 X X O O to be Open Low Level Alarm LS No.1
Switches for Automatic
Hydraulic
3 1 1,2 X X X O X - Valve Oil Tank Isolation System Low
LS and Low Level Alarm
4 2 3,4 X X O X to be Closed
Cases 1 & 2 are for Normal Use and Cases 3 & 4 for Emergency Use

2.11 Steering Gear System unit, supplies the servo control oil to move the main pump solid cam plate, Hydraulic System Operation
which in turn via its tilting function, controls the suction and delivery capacity
2.11.1 Steering Gear of the pump. The main Janney pumps are servo-controlled, variable displacement pumps
in which pistons are situated within a rotating cylinder barrel. The pistons are
Manufacturer: Yoowon Industries, Ltd. Each steering gear is capable of operating as two totally isolated steering moved forward or backward within the barrel by means of a solid cam. When
systems, and is capable of putting the rudder through the working angle of 65° stationary within the rotating barrel there is no oil flow, but when the solid cam
Type: YDFT-335-2-45, 4-cylinder, 2-ram
in the specified time of 28 seconds using one pump unit. is inclined, each piston makes a reciprocal movement in each cylinder bore
Quantity: 2 sets with one rotation of the shaft. It is this movement that makes the pump suction
Main pump type: 3V-FH2B-MK (variable displacement Janney type) The steering gear is provided with an automatic isolation system. Both hydraulic and delivery of the hydraulic oil.
Flow rating: 370 litres/minute per pump systems are interconnected by means of electrically operated isolating valves,
that in normal conditions allow both systems to operate together to produce the An auxiliary pump, driven in tandem with the main pump, supplies oil under
Working pressure: 195 bar (maximum)
torque necessary for moving the rudder. pressure to the servo controller and the servo valve. These serve to incline the
Motor: 440V, 80kW, 60Hz, 1,200 rpm
solid cam in the main pump or keep it stationary.
Motor rating: 25% - Continuous When the automatic isolation system operates, the defective system is isolated
100% - 1 hour whilst the intact system remains fully operational. The steering capability When starting a main pump, the auxiliary pump oil supply is led via a hydraulic
SAMSUNG
200% - 60 seconds is maintained but decreased to 50% capacity so the ship’s speed should be bypass valve back to the supply tank, hence there is no pressure build-up in
reduced to a half of maximum. the lines. This situation remains until the electric motor driving the main pump
Auxiliary pump type: TOP 340FBN
reaches approximately 60% of its rated speed, at which time the hydraulic
Working pressure: 195 bar (maximum) The steering gear is remotely controlled by the autopilot control or by hand circuit pressure builds-up by internal spool valve movement, allowing the
Tiller type: Solid, keyed steering from the wheelhouse. Emergency control is carried out by the manual main pump to connect to the hydraulic cylinders through the oil lines and the
Rudder angle: 45° maximum operation operation of the servo controller lever for the selected pump unit. steering gear can operate the rudder freely. The reverse occurs when stopping
Limit rudder angle: 47.5° maximum a main pump. With the drive motor revolutions dropping to less than 60%, the
Note: When operating with emergency steering under local control, only one hydraulic pressure drops off.
pump must be in operation.
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Rudder Grease Unit The same spool valve movement, acting under the pressure of a return spring,
Manufacturer: Hanil Lubtech Ltd All orders from the bridge to the steering compartment are transmitted causes a hydraulic oil blockage which prevents the main pump from turning
electrically and feedback transmitters supply the actual position signal for the under reverse oil pressure when stopped.
Type: DEL-HEP8S-V1ML
system. The rudder angle is restricted by limit switches to 45° port or starboard,
Quantity: 2 sets and mechanical stops have been positioned at 47.5° port and starboard to stop Automatic Isolation System
Capacity: 8 litre tank capacity, 40cc/minute discharge the rudder moving any further.
Rating: 0.2kW, 440V, 3-phase, 4-pole The automatic isolation system described above provides for rapid isolation of
The variable flow (Janney) pumps are operated by a servo controller which the two independent hydraulic systems should the operating oil tank level fall.
ports the servo oil from the auxiliary pump to activate the tilting lever (solid At sea, only one pump unit will be operating, but all four hydraulic cylinders
Introduction cam) of the pump cylinder, which causes oil to be discharged in the required will be powered. When either the No.1 or No.2 operating oil tank automatic
direction to the hydraulic cylinders. When the tiller reaches the set angle, the isolation low level switches are activated, the two independent hydraulic
The steering gear system comprises two electro-hydraulic, 4-cylinder units, one tilting lever is restored to the neutral position which causes the pump to cease systems are isolated and the non-running pump is started.
operating the port rudder and the other operating the starboard rudder. The two discharging.
units are independent but electrically synchronised so as to act together when If the No.1 oil tank level continues to fall and activates the automatic isolation
steering is effected. The two units, nominated as the No.1 and No.2 steering Under normal operating conditions at sea, all four Rapson slide cylinders will low-low level switch in that tank, it means that the leak is in the No.1 hydraulic
gears, are identical in construction, so the details provided in the following text be in use, with one pump unit running. When manoeuvring or operating in system. In that case the No.2 power unit will continue to run while the No.1
applies to both. confined waters, it is compulsory that two pump units are running to obtain the power unit is stopped and shut down. The No.1 isolation valve will then reopen,
IMO recommended time to move from 35° one side to 30° the other side. but the No.2 isolation valve will remain closed, so preventing a hydraulic lock
Each steering gear consists of four hydraulic rams powered by two electrically- in the isolated ram cylinders. Conversely, if the oil level in No.2 system oil
driven hydraulic pumps. The No.1 pump on the No.1 (starboard) steering gear Pump No.1 operates the No.1 and No.2 cylinders, while pump No.2 operates tank were to fall to the low low level, the No.2 pump would be shut down and
is supplied with power from the main switchboard, while the No.2 pump is the No.3 and No.4 cylinders. Under normal operation the pumps will work in the No.1 pump would remain in operation. In this situation the No.2 isolation
supplied from the emergency switchboard. Conversely on the No.2 (port) unison and power all four cylinders. If the systems are isolated because a leak valve would reopen while the No.1 would remain closed. The accompanying
steering gear, the No.1 pump is supplied from the emergency switchboard has been detected by the low level alarm switches in the hydraulic tanks, the signal flow chart in illustration 2.11.1b shows the logic sequence, as does the
and the No.2 pump from the main switchboard. The pumps are of the axial discharge from each pump will be isolated so that they will only supply their valve table in illustration 2.11.1a.
piston type and are contained in their own individual oil tanks. Each pump is own set of cylinders.
accompanied by a tandem-driven gear-type auxiliary pump which, via a filter

Illustration 2.11.1b Steering Gear Flow Control Charts
Flow Chart With the No.1 OR the No.2 Pump Running in Automatic Control Flow Chart With the No.1 AND the No.2 Pumps Running in Automatic Control
No.1 (No.2) Pump Running No.1 Pump Running No.2 Pump Running
No.1 (No.2)
No.1 (No.2) No.1 (No.2) Sump Tank Level
Sump Tank Level Sump Tank Level
Auto-Manual
COS Position
Auto No.1 (No.2)
Sump Tank Level
No
No No
Auto-Manual No.1 (No.2)
SAMSUNG
No.1 (No.2) No.1 (No.2) COS Position Sump Tank Low-Low
Sump Tank Sump Tank Low-Low Auto Level
Low Level Level
No
Yes
Alarm RL Yes Alarm RL Yes No.1 (No.2)
Low Level Alarm Sump Tank
Low Level
No.1 (No.2) Pump
No.1 (No.2) Pump Stop Command
Stop Command
No.2 (No.1) Pump Yes
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Start Command
Alarm RL
Low Level Alarm
No.1 (No.2)
Isolation Valve No.1 (No.2)
No.1 (No.2)
Shut Command Pump Stop
Pump Stop
No.2 (No.1)
Pump Start
Yes Yes
No.2 No.1
Isolation Valve Isolation Valve
Yes
Shut Command Shut Command
No.1 (No.2) No.1 (No.2)
No.2 (No.1) Open Command Open Command
No.1 (No.2) Isolation Valve
Isolation Valve Shut Command
Shut
RL No.2 No.1
Indicator Isolation Valve Isolation Valve
Yes No.1 (No.2) Shut Shut No.1 (No.2)
No.2 (No.1) Open RL RL Open
Isolation Valve
Shut Indicator Indicator Yes
Yes
GL GL
RL Yes Yes
Indicator Indicator
Indicator Yes
Normal Control Normal Control

If both power units are operating together when a leak occurs, the systems are Starter Panels a) Check the level and condition of the oil in the tanks and refill
automatically isolated upon one oil tank, indicating an automatic isolation low with the correct grade as required.
Each steering gear motor starter panel is equipped with the following and can
level. Both power units will remain in operation until an automatic isolation
be seen in illustration 2.11.1c:
low-low level alarm is reached. The power unit associated with the low-low b) Check that the pins in the servo motor control levers are
level alarm will then be stopped, but after the pump has stopped, the automatic • Steering gear ON/TRIP/OFF isolating switch correctly fitted.
isolation valves will either reopen or remain closed as previously described. • LOCAL/REMOTE switch
The accompanying signal flow chart in illustration 2.11.1b shows the logic c) Switch the LOCAL/REMOTE switches on the steering gear
sequence. • START and STOP pushbuttons hydraulic pump starter panels to REMOTE, and the MANUAL/
• LAMP TEST pushbutton AUTO selection switches on the automatic isolating control
panels to AUTO.
Control Panels • Space heater ON/OFF switch
• Ammeter d) Establish communication with the bridge, then start one of the
Wheelhouse Control Panel • Hour run meter electro-hydraulic pump units on both steering gears and wait 10
minutes for the oil in the system to warm-through.
Located in the wheelhouse are START/RUN and STOP buttons for each of the • Indicator lamps for source available, standby, run, overload,
SAMSUNG
steering gear motors. From these it is possible to control all of the motors and phase failure and space heater. e) Request the bridge to swing the rudder(s) in the required
pumps. Any alarms raised on the steering gear system will be relayed to the direction, then watch the rudder angle indicator and confirm full
wheelhouse via the IAS screen mimics. Steering Gear Isolating Control Panels travel. Check for any abnormal noises or leakages and monitor
the operating system pressures.
There are two isolating control panels fitted and these are designed to isolate
Engine Control Room Panel each system on low-low level alarm or trip the steering gear motor should
f) Start the second electro-hydraulic pump and stop the first soon
a serious fault occur. A typical panel is as shown in illustration 2.11.1c and
In the ECR, the system can be viewed through the steering gear screen mimic after.
includes the following:
on the IAS. This mimic gives details of which steering gear pump is running
and gives alarm indication for each pump which includes the following: • MANUAL/AUTO control switch g) Repeat the checks in e) above with the second pump.
QGTC
• Overload • Source available indicator lamp
h) Restart the first electro-hydraulic pump on each steering gear
• No voltage • Tank low level alarm indicators again and carry out the same tests with both pumps operating.
• Electrical phase failure • Tank low low level alarm indicators When the test is complete and if all is in order, stop the first set
of pumps, but leave the final set of pumps running.
• Control power failure • Manual/automatic indicator lamps
• Common abnormal • Isolating valve OPEN illuminated pushbuttons
Operating Procedures
• Isolation system abnormal • Isolating valve SHUT illuminated pushbuttons
Normal Operation from the Bridge
• Grease pump abnormal • BUZZER/OFF/LAMP test switch
a) Start and stop the pumps from the steering gear control panel
• Buzzer stop pushbutton using a single pump on each unit for normal operation. When
While the steering gear motors can be viewed through this screen, they cannot
manoeuvring or in confined waters or when in reduced visibility,
be started, stopped or switched to automatic/standby modes.
Procedure to Put the Steering Gear into Operation both pumps should be operated.
Steering Gear Compartment Starters b) Ensure that the automatic isolation system is in the AUTO
Prior to putting the steering gear into operation, communication with the bridge
Located in the steering gear compartment are group starter panels and steering should be established. position to allow for automatic isolation of the two working
gear isolating control panels. The isolating panels have been arranged so they systems if required.
can isolate any of the steering gear motors/pumps in the event of a low oil level Although the electric drive motors have anti-condensation heaters fitted, it is
alarm or major fault in any of the systems. still good practice to run the steering motors for a period before the ship departs Emergency Operation
if the ambient temperature in the steering compartment is less than 10°C.
a) Stop the defective pump/system on the associated steering gear
It has been assumed in the following that the system valves are to be set for and use the other pump.
normal operation and that the steering gear is to be operated from the bridge.
b) Repair the fault immediately, if possible.

Illustration 2.11.1c Steering Gear Local Control Panels

Steering Gear Motor Local Starter Panel Steering Gear Motor Automatic Isolating Control Panel
HYD. PUMP STARTER

FOR No.1 S/GEAR No.1 S/G AUTOMATIC ISOLATING ELECTRIC CONTROL PANEL
No.1 TK No.1 TK No.2 TK No.2 TK

LOW LEVEL LOW-LOW LEVEL SOURCE LOW LEVEL LOW-LOW LEVEL
SAMSUNG BZ STOP No.1 ISO V/V No.2 ISO V/V AUTO
QGTC
OPEN OPEN
SOURCE STAND BY
RUN OVER LOAD PHASE FAIL

TEST SHUT SHUT MANUAL
BZ OFF LAMP
001165
6
STOP START SPACE

HEATER
MANUAL
LAMP TEST LOCAL SPACE

REMOTE HEATER AUTO
ON OFF

Low Level Alarm on the Bridge f) Operate the steering gear by moving the control lever in the
desired direction until the required rudder angle has been
a) Check and repair any oil leaks on the steering gear.
reached. Ensure that the rudder has moved to the desired angle
by visually checking the rudder angle indicator.
b) Refill the hydraulic system from the storage tank using the
handpump.
System Checks
Pump Unit Alarm on the Bridge Daily Checks
a) Stop the inoperative pump and start another pump.
• Check the oil level in the sump tank and refill as necessary. The
level should not exceed ¾ of the glass at the normal working
b) Repair the pump defect immediately if possible.
temperature.
• Check the system pipework and valves for leakage.
Loss of Control from the Wheelhouse
• Check the lubrication system and replenish the grease injection
SAMSUNG
In the event of failure of the control system from the wheelhouse, the steering pump tank as required.
gear must be operated manually from the steering gear room. Rudder angle • Note the temperature of the oil in the hydraulic system.
or course requirements are passed to the steering gear room by means of a
• Visually check the components such as the indicators and
telephone. The operator at the local control position controls the selected pump
linkage arms.
via a control lever after removing the connecting pin on the autopilot torque
motor drive. This form of steering control is termed non-follow-up (NFU). • Check the gauges for any abnormal readings.
• Check for abnormal noise when the rudder is moving.
Operation of the Steering Gear on Loss of Bridge Control
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a) On loss of steering gear control from the bridge, establish Monthly Checks
communication between the bridge and the steering gear
compartment via the telephone system. A telephone is located in • Check the tightness of all coupling bolts and pipe connections.
the steering gear compartment for this purpose and is equipped • Check the settings of the limit switches.
with a headset. There is also a rudder angle indicator and
compass repeater in the steering gear compartment. • Carry out a function test on the entire alarm system (see
operating manual).
b) One main hydraulic pump on each steering gear can only be • Check that the rudder indicator is functioning correctly.
used in this operation.
Three Monthly Checks
c) On the bridge, turn the steering stand system control to the OFF
position. • Change the grease in the hydraulic pump couplings.
d) On the local control panel, turn the duty pump control switch to • Check and adjust the clearance between the guide bar bearing
the LOCAL position and start the pump by pressing the START bush if necessary.
button (if it is not already running).
System Care
Only one pump on each steering gear must be working during manual operation,
If the steering gear is not used for some time, rust preservative should be
as it will not be possible to synchronise the movements of both torque motors
applied to the exposed portion of the rams and other sliding parts. If any work
to obtain smooth and controlled movements of the rudder. Because of this the
is carried out in the vicinity of the steering gear, the exposed portion of the
hydraulic pumps not required must be stopped.
rams should be covered to prevent the sticking of any foreign matter.
e) Remove the autopilot torque motor control pin.
The rudder may swing by heavy wave action if the steering gear is stopped
in rough weather. The swinging can be prevented by starting a steering gear
hydraulic pump.

Illustration 2.11.1d Steering Gear Instruction Plate
YOOWON - MITSUBISHI OPERATING INSTRUCTION

ELECTRO-HYDRAULIC STEERING GEAR ELECTRO-HYDRAULIC STEERING GEAR
No.3 No.4
ACTUATOR
POWER UNIT POWER UNIT
STARTER E/M PUMP PUMP E/M STARTER
No.1 CYLINDER No.2

No.1 AUTOMATIC TORQUE MOTOR TORQUE MOTOR
ISOLATION VALVE No.2
EMERGENCY MANUAL CONTROL LEVER
SAMSUNG
A
B STEERING METHOD PROCEDURE OF OPERATION
No.1 VALVE BLOCK
1. SERVE THE REMOTE STEERING GEAR CONTROL SYSTEM
AND POWER UNITS WITH ELECTRICAL POWER.
No.2 REMOTE STEERING 2. OPERATE THE MODE SELECTION SWITCH OF THE
SAFETY VALVE (BRIDGE) REMOTE STEERING GEAR CONTROL SYSTEM.
3. OPERATE THE POWER UNITS BY MEANS OF E/M
START SWITCHES.
INTER-CONNECTION LINE
1. PUT THE SELECTOR SWITCH OF ALL AUTO PILOT CONTROL
No.1 TRANSFER VALVE BOXES (RUDDER SERVO UNITS) TO LOCAL OR OFF POSITION.
QGTC
No.2
2. SELECT WHICH JANNEY PUMP IS TO BE USED FOR
EMERGENCY MANUAL
PILOT RELIEF VALVE MANUAL STEERING.
CONTROL LEVER 3. WITH EMERGENCY MANUAL CONTROL LEVER IN MID POSITION
BOOST RELIEF VALVE No.2
STEERING OPERATE THE SELECTED JANNEY PUMP.
No.1 JANNEY PUMP No.2 (S/G COMPARTMENT) 4. OPERATE EMERGENCY MANUAL CONTROL LEVER IN
No.1 SERVO No.2 ACCORDANCE WITH THE STEERING COMMANDS.
CONTROLLER 5. EMERGENCY MANUAL CONTROL LEVER TO BE RETURNED TO
Q S Q S
NEUTRAL POSITION ON ACHIEVING ORDERED RUDDER ANGLE.
T TM T TM
BD BD
PO PO
LOW & LOW LOW LEVEL SWITCH RT No.2 RT
FOR AUTOMATIC ISOLATION VALVE No.1 PUMP UNIT

NOTES
No.1 AUXILIARY PUMP M

No.2
M 1. CHANGE-OVER OF THE POWER UNITS SHOULD BE DONE BY OPERATING
No.1 ELEC. MOTOR
ELECTRIC MOTOR START/STOP SWITCHES.
No.2
No.2
2. WHEN AN ALARM IS GIVEN FOR FAILURE IN ANY POWER UNIT :
No.1 (3) HYDRAULIC BY-PASS VALVE
a) TWO POWER UNITS OPERATION : STOP THE POWER UNIT CONCERNED.
b) ONE POWER UNIT OPERATION : START ANOTHER POWER UNIT, AND THEN
ARROWS INDICATE DIRECTION OF MOTION STOP THE POWER UNIT CONCERNED.
WHEN SHIP TURNS TO STARBOARD, BUT REMARKS
ROTATIONAL DIRECTION OF MOTOR IS 1. 2SETS OF STEERING GEAR ARE APPLIED TO THIS SHIP.
IN THIS CASE, INVESTIGATE THE DEFECTIVE PART.
CONSTANT IN ANY CASE. 2. THE CASES OR 1 , 2 ARE NORMAL USE AND 3 , 4 ARE 3. IN CASE OF ANY FAILURE IN THE HYDRAULIC CIRCUIT, OPERATE THE
EMERGENCY USE. POWER UNIT AND VALVES IN ACCORDANCE WITH THE OPERATING
OPERATION INSTRUCTIONS 3. IN CASES OF 3 , 4 THE SPEED OF VESSEL SHOULD BE HALF
BY-PASS AUTOMATIC
INSTRUCTIONS MOUNTED IN THE STEERING GEAR COMPARTMENT.
WORKING WORKING VALVE ISOLATION VALVE
OF FULL SPEED.
CASE PUMP CYLINDER NOTICES 4. SHOULD THE AUTO PILOT TORQUE MOTOR FAIL, PULL OUT THE
A B No.1 No.2
1
2
1 AND 2
1 AND 2
1,2,3,4
1,2,3,4
X X O O
O-VALVE TO
BE OPEN
CORRESPONDING PIN Q OR R AND THEN SWITCH TO THE MANUAL
OPERATION PRESCRIBED IN MANUAL CONTROL LEVER STEERING.
YOOWON INDUSTRIES LTD.
3 1 1,2 X X X O X- VALVE TO
BE SHUT
5. THE AUTOMATIC ISOLATION VALVES ARE AUTOMATICALLY 566-10, Sinpyung-Dong, Saha-Ku, Busan, Korea.
4 2 3,4 X X O X OR REMOTELY OPERATED.
TEL : (051) 205-8541-5, FAX : (051) 205-8540
E-mail : tech@yoowonind.com, business@yoowonind.com

Illustration 2.12.1a Diesel Generator Starting and Group Indicator Alarm Panel
0.2 0.3
2 3
0.2 0.4
PRESSURE GAUGE PRESSURE GAUGE PRESSURE GAUGE
0.1 0.3
1 4 0.1 0.5
0 0.4 0 5 0 0.6
CHARGE AIR PRESS STARTING AIR PRESS H.T ENGINE INLET PRESS
LOCAL ALARM PANEL
0.4 0.6 0.2

0.5 1.0
0.1 0.3
0.2 0.8
0 1.0 0 1.5 0 0.4
GROUP INDICATION LAMP SHUTDOWN & ALARM LAMP GROUP ALARM LAMP
PLC POWER/
LOCAL OVERSPEED
SAMSUNG
L.O INLET PRESS BEFORE F.O INLET PRESS T/C L.O INLET PRESS
SYSTEM ERROR
LO LOW PRESS.
REMOTE SHUTDOWN CABLE FAIL
0.3 0.3 H.T. WATER HIGH TEMP

0.4 0.6
0.2 0.4 0.2 0.4 BLOCKING JET SYSTEM FAIL
SHUTDOWN
0.2 0.8 0.5 0.1 0.5
0.1
OIL MIST HIGH
0 1.0 0 0.6 0 0.6
READY FOR START SHUTDOWN CYL. LO NON FLOW
DIFF. / EARTH PROTECTION

OIL MIST DETECTOR
RUNNING FAIL
L.O INLET PRESS BEHIND L.T ENGINE INLET PRESS NCW INLET PRESS
STOP EMERGENCY STOP PIRM. LO LOW LEVEL
TURNING GEAR LO FILTER DIFF.

OIL MIST HIGH ALARM
QGTC
ENGAGE HIGH PRESS.
CYL. LO PUMP FO LEAKAGE BOX START FAIL
RUNNING HIGH LEVEL
LO SUMP TANK
LT WATER BYPASS ON LOW LEVEL SPARE
START BOX EXH GAS TEMP INDICATION
FO FILTER DIFF
SPARE SPARE
HIGH PRESS
ENGINE T/C CHANNEL DISPLAY STATUS
RPM X10 RPM °C MODE

SETUP
SCAN
LAMP
FAULT
TEST
CH 01 EXH. GAS TEMP. NO.1 EXH. GAS TEMP. NO.7 CH 07
OVERSPEED EMERGENCY STOP

CH 02 EXH. GAS TEMP. NO.2 EXH. GAS TEMP. NO.8 CH 08
L.O LOW PRESS OIL MIST HIGH

AC SOURCE DC SOURCE RESET BELL STOP FLICKER STOP LAMP &
H.T WATER HIGH TEMP. DIFF./EARTH PROTECTION
CH 03 EXH. GAS TEMP. NO.3 EXH. GAS TEMP. NO.9 CH 09 BELL TEST
CH 04 EXH. GAS TEMP. NO.4 SPARE CH 10
START STOP LAMP TEST

CH 05 EXH. GAS TEMP. NO.5 EXH. GAS TEMP. T/C OUTLET CH 11
REMOTE LOCAL BLOCKING

RESET CH 06 EXH. GAS TEMP. NO.6 EXH. GAS TEMP. T/C INTLET CH 12
SM-03 TM-01 ENGINE
READY FOR START
EMERGENCY STOP
TERMINAL BOX

2.12 Electrical Power Generators Alternator Cooling Water System (See Section 2.5.2)
Manufacturer: Nishishiba Electric Co. Ltd All of the cooling water requirements for the generators are provided by water
2.12.1 Diesel Generators Type: NTAKL from the central fresh water cooling systems as shown in illustrations 2.5.2a
and 2.5.2b.
Capacity/rating: 6,600V, 3-phase, 60Hz, 4,300kW, 471A, 5,375kVA
Generator Engine 0.8pf, 10-pole, IP44 The four diesel generator sets all have a similar cooling water system, with two
Manufacturer: STX Engine Speed: 720 rpm generators being supplied by the starboard central fresh water cooling system
Type: 9L32/40 Cooling: Closed air circuit with water-cooled air cooler and two supplied from the port central fresh water cooling system.
No. of sets: 4 Insulation class: F (stator and rotor)
Each generator set alternator is supplied with cooling water directly from the
No. of cylinders: 9 in-line Rotor type: Salient pole
LT cooling water system, while the diesel generator engines have two cooling
Cylinder bore: 320mm Heating: 220V, 1,440W water circuits. One circuit is fed directly from the central cooling system and
Cylinder stroke: 400mm supplies the low temperature (LT) air cooler and LO cooler, while the second
Speed: 720 rpm circuit is boosted by an engine-driven centrifugal pump and draws its water
Introduction from the return side of the LT air and LO cooler circuits. This second circuit
SAMSUNG
Piston speed: 9.6m/s
supplies the high temperature (HT) air cooler and the engine cooling water
Mean effective pressure: 25.9 bar There are four medium speed diesel generators fitted in the engine room and cylinder jackets. The charge air cooler has a high and low load capacity, the
Cylinder pressure: 190 bar (maximum) these are used to supply electrical power to the ship’s main switchboard at discharge from the HT shaft-driven pump is initially led through the high-load
Rotation: Clockwise from flywheel end 6.6kV. The engines are of the uni-directional trunk piston type, have nine in- stage of the cooler before entering the engine jacket system. A pneumatically
line cylinders and are turbocharged. They operate on the four-stroke cycle and operated three-way temperature control valve will direct LT cooling water
Firing order: 1-6-3-2-8-7-4-9-5 are normally operated on HFO of up to 700cSt at 50°C. The engines can be
Exhaust gas temperature: 320~370°C after turbocharger through the low-load stage of the charge air cooler, or bypass the cooler when
changed over to run on MDO if required. the generator is on low-load, passing the LT water directly to the LO cooler.
Output: 4,500kW at 720 rpm The changeover control signal to the three-way valve is dependent on the
Fuel oil consumption: 183g/kWh The generators are used as required and are normally kept on automatic
QGTC
charge air pressure.
standby whenever they are stopped. Under normal seagoing conditions the
LO consumption: 0.8~1.0g/kWh
ship’s electrical demand is met by one generator running on-load, with the A three-way temperature control valve has been fitted at the cooling water
Overload capacity: 110% remaining three machines selected for automatic starting should the electrical outlet on each engine HT circuit and is set to regulate the temperature at 85°C.
demand increase. This valve is used to direct some of the hot water back to the central fresh water
Turbocharger coolers to maintain the correct system temperature, but the engine-driven pump
Manufacturer: STX Enpaco-MAN B&W Starting Air System will draw more water from the central cooling water system to compensate for
the hot water leaving the engine. The air coolers and jacket outlet manifold are
Quantity: 1 The engines are started by means of starting air valves located in the cylinder
continuously vented back to the central cooling system expansion tank to avoid
Type: NR 34/S, constant pressure covers. A blocking valve prevents the air start system from operating when the
the build-up of air pockets.
turning gear has been engaged. The main starting air valve can be activated
either automatically or manually to initiate an engine start. When activated,
When the generator units are stopped, the engine jacket water temperature is
Governor starting air is directed to each of the cylinder starting valves via camshaft-
maintained by preheating units. One unit serves the No.1 and No.2 generators,
Manufacturer: Regulateurs Europa operated slide valves, which in turn actuate the starting valve supplying
while a second unit serves the No.3 and No.4 generators. Each unit comprises
compressed air at up to 30 bar into the cylinder for starting. A flame arrester is
Type: 1102V-4G-34R two pumps which circulate the cooling water through a heater and around the
located in the main air supply line to the cylinder starting valves to prevent any
Droop: 5% engine jackets. The flow of water from the heater is in the opposite direction to
backfire effects on any defective starting valves.
the normal flow of cooling water, which ensures that the heated water only flows
through the generator engines that are stopped. The preheaters are electrically
Turning Gear Turbocharger System powered and can be selected at the local control panel for MANUAL/OFF/
Manufacturer: Daesung Engineering Each engine is fitted with one exhaust gas-driven turbocharger. The turbocharger AUTO. If operating in either manual or automatic, the operator can select the
draws air from the engine room via a suction filter and passes it through following heater combinations depending on the ambient conditions:
Model: DTG32B
a charge air cooler, before supplying the individual cylinders through air • OFF, No.1 HEATER (27kW), No.2 HEATER (27kW), BOTH
Motor: 0.75kW, 440V, 60Hz
inlet valves. The turbochargers are each fitted with compressed air jet assist HEATERS (54kW)
systems operated by a solenoid valve. Sudden changes in engine load will
admit compressed air to the turbocharger, causing it to spin faster to aid better
combustion.

Illustration 2.12.1b Diesel Generator Local Group Starter and Jacket Water Control Panels
NO.1 LO PRIM. PUMP STARTER NO.2 LO PRIM. PUMP STARTER

A A
ON ON
NO.1 JACKET WATER HEATER
MAIN OFF MAIN OFF
SOURCE SOURCE
EMERGENCY EMERGENCY
SOURCE SOURCE NO.1 NO.2 NO.1 NO.2 HIGH TEMP.
POWER SOURCE ABNORMAL
HEATER ON HEATER ON PUMP ON PUMP ON (RESET)
RUNNING RUNNING
/START /START
SAMSUNG
STOP STOP
AUTO AUTO
MANUAL MANUAL
TEST TEST
NORMAL NORMAL
PUMP
OFF 2HTR NO.1 NO.2
START STOP
RESET
HOUR METER RESET
HOUR METER MANUAL AUTO 1HTR 27KW BOTH
27KW 54KW
00 82 9 9
00 82
OFF
RUNNING
NO.1 CYL. LO PUMP STARTER
OFF
ON
QGTC
RUNNING
NO.2 CYL. LO PUMP STARTER
OFF
ON
MANUAL MANUAL
ON ON
MANUAL MANUAL
OFF OFF
OFF OFF
AUTO AUTO
TEST TEST
NORMAL NORMAL

The pumps can then be selected for duty from the No.1/No.2 pump selector The system pressure is set to regulate at 7.0kg/cm² by a pressure regulating The main LO filter is supplemented by a bypass centrifugal filter located just
switch. If the heater is switched to manual, it can be operated from the START/ valve located in the generator fuel return line. When operating on the DO before the engine inlet. When the engine is in operation, a small quantity of the
STOP pushbuttons on the control panel. At the local panel it is also possible supply or emergency DO supply system the fuel returns to the DO service lubricating oil in the system is circulated by the engine-driven pump through
to select the required jacket water temperature which is typically around 51°C tank via a separate return line. Each generator is equipped with a three-way the centrifugal filter and then returns the treated oil back to the sump in the base
for this type of engine. valve located at the fuel inlet which can be used to set the fuel supply to HFO frame. The filter is driven by the oil supply and relies on centrifugal force to
or emergency DO supply. The operation of this valve as well as the three-way remove any high density sub-micron particles that are in suspension in the oil.
Cooling for the generator fuel injector nozzles is by a separate unit, one unit for valve on the return line are operated remote/manually from the ECR. The fuel
No.1 and No.2 generators and another for the No.3 and No.4 generators. Each oil return pipe is fitted with an automatic vent mechanism which has a return to
unit consists of two cooling water circulating pumps which circulate the water the automatic filter sludge discharge line. There is also a circulation line back Procedure to Prepare a Diesel Generator Engine for Starting
through identical heat exchangers for each set of engines. to the HFO service tank which is normally closed.
a) At the generator start control panel, set the engine to local mode
The system is also equipped with a three-way temperature controlled valve by pressing the LOCAL pushbutton.
Lubricating Oil System
which regulates the flow of water through the cooler, so maintaining the
correct inlet temperature at the engine injectors. Each unit is equipped with When the engine is in operation, the internal running mechanisms of the engine b) Set up the fuel oil service system as described in Section 2.6.2
an accumulator which is used to take out pressure peaks and to help maintain and the turbocharger are force lubricated at a pressure of between 4.0 and 4.5 of this manual.
SAMSUNG
a positive head on the system. One pump is normally in use with the second bar by an engine-driven gear pump. A separate electrically-driven cylinder LO
on standby by selecting MANUAL or AUTO on the pump control panel. The pump is also provided to supply each of the cylinders with LO that is used for c) Set up the central fresh water cooling system as described in
return water line has a sight glass to enable the water status to be sighted. cylinder and piston lubricating and cooling. The operation of the cylinder LO Section 2.5.2 of this manual.
pump is controlled from the pump starter panel used for the prelubricating
pump, and it operates at speed, dependent on the engine load. The cylinder d) Ensure the starting air system is fully operational, as described
Fuel System (See Section 2.6.2) in section 2.10.1 of this manual.
LO system supplements the normal splash form of cylinder lubrication, with
The generator engines are designed to run on HFO at all times, but have the the lubricating oil being taken from the crankcase system and supplied to each
facility to switch to marine diesel oil if required for maintenance and long cylinder liner via a block-type distributor, which is controlled by pulses from e) Check the level of oil in the engine’s sump and top-up as
shutdown periods such as dry docking. HFO is supplied to the diesel generators the engine monitoring system. necessary with the correct grade of oil.
QGTC
from the starboard and port HFO service tanks. A cross-connection between
the starboard and port service tank outlets to the diesel generator engine fuel oil Oil is directed into the cylinder liner through a number of radial holes positioned f) Switch the generator engine prelubricating oil pump to
supply pumps allow the generators to be supplied from either service tank as around the liner at a position where the piston rings are when the piston is at the AUTOMATIC operation at the local pump starter and check that
required. For burning in the generator engines the HFO will need to be heated bottom of its stroke. This ensures that there is a small quantity of oil between the oil pressure builds up. The engine should be prelubricated
to the correct viscosity for pumping and fuel injection. This is approximately the piston rings, and the piston rings will spread the oil over the liner surface for at least 2 minutes prior to starting the engine.
12cSt and is achieved in the fuel oil heaters using a viscosity controller to when the piston moves up and down the cylinder. When the engine is not in
maintain the temperature of the fuel by regulating the steam supply to the operation but on standby duty, an electrically-driven prelubricating pump is g) Switch the cylinder LO pump to AUTO operation at the local
heaters. used to provide the engine with adequate LO at a pressure of 1.5kg/cm² to pump starter and check that the pump is operational.
allow for immediate starting. The pump delivers oil to the engine and to the
The fuel enters the generator system via a duplex oil filter and circulates to turbocharger. The prelubricating pump runs continuously when the engine is h) Check the LO pressure before and after the filters from the
the high pressure fuel pumps via the fuel supply manifold. Each cylinder on standby and cuts-out when the engine has started and the engine-driven LO engines local gauge panel.
is equipped with a high pressure fuel pump and excess fuel leaves the high pump is delivering the correct pressure.
pressure pumps and passes to the return fuel manifold. To prevent sharp i) Check the governor oil level.
pressure fluctuations in the fuel manifold caused by the suction and spill effects The engine-driven pump and the electrically-driven prelubricating pump both
of the injection pump plungers, spring-loaded buffer pistons are fitted at the take suctions from the engine sump and discharge through a cooler and a 15 j) Check the air pressure in the starting air receiver.
inlet and outlet of the manifold. The fuel feed pump delivers more fuel than the micron duplex filter to the engine oil supply rail. A pressure relief valve set
engine uses and the excess spills back to the oil return pipe. This arrangement at 7.0 bar on the engine-driven pump protects the pump and the system from k) Using the turning gear, turn the engine at least one complete
ensures that there is always sufficient fuel supplied to the engine no matter any excessive pressure in the event of a system fault. The normal operation of revolution with the cylinder indicator cocks open. Disengage the
what the load, and that the fuel rail is always pressurised, so preventing gassing these filters is for both to be in service during normal operating conditions. turning gear on completion, as it is interlocked with the starting
of the fuel injection pumps. The switch-over to single filter use should only be undertaken when one of the air, preventing the engine from being started when the turning
filters is to be taken out for cleaning. The temperature of the oil is controlled gear is engaged.
Excess fuel passes through the three-way changeover valve located at the by a three-way wax-type control valve set to regulate the oil at a temperature of
generator outlet which is set according to the fuel supply mode. When the 66°C; this determines how much oil in the system passes/bypasses the cooler. l) Vent the jacket cooling water space.
generators are operating normally on the main system, the fuel returns to the The alternator bearings are also supplied with oil from the engine’s LO system,
circulating pump suction via the fuel oil return pipe. with a branch connection being provided on the discharge side of the engine- m) Ensure that all the cooling water vent valves to the respective
driven/prelubricating pump’s discharge line. port and starboard fresh water expansion tanks are open.

If any part of the engine has been drained for overhaul or maintenance, check i) Check the exhaust gas temperatures for deviation from normal. Description Setting
the level in the central fresh water cooling expansion tank and refill with fresh
LO engine inlet pressure low 2.5 ±0.2 bar
water as necessary: j) Check the exhaust gas for smoke.
FO engine inlet pressure low 2.0 bar
n) Open the vent on the cooling water outlet line on the generator k) Ensure the charge air temperature is under control. Starting air pressure low 15 bar
air cooler and close it again when all of the air has been HT FW inlet temperature high 80°C
expelled. HT FW outlet temperature high 95°C
Procedure to Manually Stop a Diesel Generator Engine
LO inlet temperature high 70°C
If maintenance work has been carried out on an engine, start the engine locally
as described later, prior to switching the engine over to automatic operation: a) Before stopping the engine, confirm that it has been disconnected Exhaust gas cylinder outlet temperature 470°C/average ±50°C
from the switchboard and run off-load for a few minutes to Exhaust gas turbocharger outlet temperature 450°C
o) Check that all fuel pump indexes are at index ‘0’, when the allow the engine and its turbocharger to cool down. Exhaust gas turbocharger inlet temperature 575°C
regulating shaft is in the STOP position. Check also that all of FO leakage tank level high
the fuel pump control linkages are free to move their full distance b) Actuate the remote stop device. The engine can be stopped
locally by pressing the LOCAL pushbutton at the local panel LO sump tank level low/high
and return to their original stop positions when released.
SAMSUNG
and then pressing the STOP pushbutton. Priming LO level low
p) At the generator start control panel, set the engine to remote Cylinder LO non-flow
Under normal circumstances the diesel generator will be started and stopped Turbocharger RPM 26,300 rpm
mode by pressing the BLOCKING RESET button and then
by the power management system as explained in Section 2.13.2. Unless the
pressing the REMOTE pushbutton. The engine is now ready for Charge air cooler outlet temperature 65°C
engine is to undergo maintenance it should be prepared for starting as part of
operation.
the power management system automatic start and stop procedures.
Oil Mist Detector
Procedure to Start a Diesel Generator Engine Locally The generators can also be started in an emergency by pressing the
EMERGENCY START (yellow) pushbutton on the engine side. To allow this Manufacturer: Schaller Automation
QGTC
a) Ensure that the engine is ready for starting by completing the to be done the auxiliary air receiver should be be pressurised and the general Type: Visatron VN 115/87 - EMC
procedure detailed above. service air be available to start the air-driven diesel oil pump. After starting
the generator the speed is adjusted using the governor manual speed control
knob on the governor top. The engine is stopped by pressing the STOP (red) The engine oil mist detector continuously samples the atmosphere in each
b) At the generator start control panel, press the LOCAL pushbutton
pushbutton. crankcase section and activates an alarm if the LO mist increases beyond the
to change to local mode and start the engine by pressing the
allowable concentration or if the detector fails. The detector is set so that it
START pushbutton. Allow the engine to start and run-up to
will react within a few seconds of the oil mist concentration reaching the alarm
normal speed.
Alarms and Trips level to minimise possible damage to the generator engine. The oil mist sample
is drawn through header pipes from the various sample points to the detector
Note: A pneumatically operated start fuel limiter optimises fuel injection The following alarms and trips are fitted to the diesel generator units: by suction induced by an air flow through the unit. The detector measures the
during the acceleration period; the speed of the engine controls the start fuel opacity of the sample using infrared light where the oil mist concentration is
limiter. displayed on one side of a series of LEDs. The second side of the LEDs serves
Trips
to indicate the detector status. The LEDs are incorporated in a display window
c) Make a thorough check of the engine to ensure there are no leaks Description Setting on the detector panel which also shows the alarm indication and power supply
and the engine is running smoothly and firing on all cylinders. to the panel.
HT FW engine outlet temperature high high 98°C
d) Check that the LO pressures and temperatures are normal. LO engine inlet pressure low 2.5 bar
Overspeed 815 rpm Engine Control and Load-Sharing
e) Check that the pressure drop across the filters is normal. Crankcase oil mist high high
The diesel generator starting and stopping is normally controlled by the power
f) Check that the FO pressure and temperature is normal. management system. For details on this, refer to Section 2.13.2.
Alarms
g) Connect the diesel generator to the switchboard if required. Description Setting The load-sharing mode can be selected individually for each generator and is
based on active power (kW) measurements. Speed increase/decrease signals
LO filter differential pressure 1.2 bar are sent to the speed governor during load-sharing and network frequency
h) Ensure that the engine temperatures and pressures remain within FO filter differential pressure 1.2 bar
normal limits as the load is applied to the engine and the engine control.
HT FW engine inlet pressure high Start + 0.4 bar
heats up.

Illustration 2.12.2a Emergency Diesel Generator and Battery Charger Control Panels
EMERGENCY GENERATOR-SET AUTO START CONTROL PANEL

FEED AUTO OVER C.F.W LO LOW C.F.W LO LOW LO HIGH BATTERY TACHO C.F.W LOW C.F.W LOW
START P.L.C
SOURCE BACK START RUNNING SPEED HIGH TEMP. PRESS. HIGH TEMP. PRESS. TEMP. CHARGER FAIL LEVEL PRESS.
FAIL ERROR
MODE ST-BY TRIP TRIP TRIP ALARM ALARM TRIP FAIL ALARM ALARM ALARM ALARM
BATTERY CHARGER
DC VOLT WATER TEMP.

AC POWER FLOAT MODE EQUAL MODE BATTERY BATTERY
LOW VOLT OVER VOLT
SAMSUNG
TACHO-HOUR 90 200 220 2
0 1 30
24 18 25
0
0
28 14
20 80 100
12
18 _ 32 60 0
+
15 °C
TEMPERATURE
10 20
LUB. OIL PRESS. 5 25 LUB. OIL TEMP.

TACH
bar
0 000031 30 V-METER A-METER
QGTC
90 200 220 2
4 6 0 1 30
18 25
0
0
2 8 14
80 100
0 12
10 60 0
°C
TEMPERATURE
V A
WHEN THE TACHO FAIL ALARM

OCCURS, STOP THE ENGINE BY
EMERGENCY STOP PUSH BUTTON
START STOP RESET LAMP & BELL BELL EMERGENCY STOP

TEST STOP
POSITION OF MODE POWER

SELECTION SWITCH SHOULD AC DC
BE LOCATED IN AUTO MODE EQUAL
UNLESS TESTING START
STARTING METHOD
POWER ENGINE CONTROL MODE ELECTRIC AIR
OFF ON FEED BACK - MANUAL - AUTO.
SPEED ADJUSTER
RAISE
ITEM - BATTERY CHARGER

KEEP ON INPUT - 1 PHASE 220V
LOWER OUTPUT - DC24V 10A
GPC
stx Engine Co., Ltd.

2.12.2 Emergency Diesel Generator It will enable power to be supplied to essential services selectively without the Engine Control Panel
need for external services such as fuel oil or cooling water. In the event of a
Emergency Generator Engine blackout, the emergency diesel generator will start and the generator’s circuit- Two control panels, a local engine instrument/control panel and a battery
Manufacturer: STX-Cummins breaker to the switchboard will close and the bus tie between the emergency charger control panel provide all system functions and alarm indication. The
switchboard and the main switchboard will open. two panels are as shown in illustration 2.12.2a.
No of engines: 1
Model: KTA38DM The engine is a 12-cylinder V-type turbocharged engine with a self-contained The engine control panel is mounted at the engine side and provides indication
Type: Four-stroke, 60° V-type, 12 cylinder, turbocharged cooling water system. The cooling water is radiator-cooled and circulated by of the lubricating oil and cooling water temperatures along with local engine
and after-cooled an engine-driven pump. A thermostat maintains a water outlet temperature of control. The panel consists of the following:
No. of turbochargers: 2 82°C to 92°C. Air is drawn across the radiator by an engine-driven fan. The
• Tachometer/running hours meter
Output: 1,350 bhp cooling water also supplies the lubricating oil cooler. Any cooling system
valves must left open at all times to allow for immediate starting, and the water • Lubricating oil temperature gauge
Speed: 1,800 rpm level in the radiator header tank must be checked frequently and topped-up as
Direction of rotation: Clockwise viewed from the front • Lubricating oil pressure gauge
necessary. When the engine is in standby condition, an electrically powered
Engine capacity: 37.8 litres heater maintains the jacket cooling water at the required temperature for an • Cooling water temperature gauge
SAMSUNG
Oil capacity: 114 litres immediate engine start. To prevent condensation occurring inside the alternator, • Voltmeter
an internal heater has been provided.
Cylinder bore: 159mm • Alarm indicator lamps
Cylinder stroke: 159mm The engine running gear is force lubricated by an engine-driven gear pump • START/STOP/RESET pushbuttons
Exhaust gas temperature: 524°C which draws oil from the integral sump and discharges it through a cooler and
filter before supplying it to the LO rail. The system also has a branch line fitted • Lamp/bell test pushbutton
Compression ratio: 13.9:1
Mean piston speed: 9.5m/s that has a pressure regulating valve providing oil for piston cooling. • Bell stop pushbutton
Fuel oil: Marine diesel oil • EMERGENCY STOP pushbutton
The engine is normally started by a 24V DC electric starter motor with an air
QGTC
Engine coolant capacity: 124 litres starter motor as a back-up. The electric starter is supplied by two 12V sealed • Engine speed raise/lower toggle switch
lead acid batteries, whilst the air starter motor is supplied from the 0.2m³ • Power ON/OFF selector switch
Alternator emergency air receiver which is topped-up by the emergency air compressor.
The batteries are provided with a constant trickle charge when the ship is in • Mode selector switch (FEED BACK/MAN/AUTO)
Manufacturer: Stamford Newage
normal service and are located in the emergency diesel generator room in a • Start method selector switch (electric/pneumatic)
Type: PM734B1 steel box close to the engine. The engine is also fitted with two 12V batteries
Capacity/rating: 450V, 3ph, 60Hz, 1138kVA, 1460A, 0.8pf, IP23 which are used in a ‘dead ship’ condition to supply the engine’s electronic The engine control panel provides for automatic starting in the event of mains
Speed: 1,800 rpm governor and control systems. electrical failure and is mounted close by the engine. Three automatic starts
Space heater: 220V, 210W, 1-phase, 60Hz will be attempted by this panel before the alarm system is activated for START
The batteries have been sized to allow the engine to attempt three automatic FAIL. Any further attempts to start will be blocked by the control system. The
Cooling method: Air-cooled
starts in the event of mains failure. panel provides the following indications, alarms, controls and shutdowns:
Excitation: Self-excited, brushless
Insulation class: H The emergency generator room is provided with a 7m3 emergency marine diesel • Source lamp
oil tank which has sufficient capacity for at least 24 hours of engine running. • Start standby lamp
The tank is replenished from a direct filling connection on ‘B’ deck. The tank
Introduction • Running lamp
has a self-closing drain cock, which drains to a coaming. The coaming in turn
drains to the separated bilge oil tank. • Start fail lamp
The emergency diesel generator set is a self-contained unit comprised of a
diesel engine and a close coupled 910kW alternator located in the emergency • Overspeed trip indication lamp
Note: Whenever an engine has been started, the fuel oil tank must be checked
generator room on the port side of the engine room casing on A deck. • Cooling fresh water high temperature alarm lamp
and refilled if the level has dropped to or below the normal operating level.
• PLC fail lamp
The generator is arranged to start automatically on main electricity supply
The engine should be started once a week and run-up to full load monthly. The
power failure and to automatically connect to the emergency switchboard to • Lubricating oil low pressure trip lamp
method of running the engine off-load has been covered later in this section,
maintain an electrical supply to essential services. The generator can also be • Cooling fresh water high temperature trip lamp
but the different methods of connecting the engine onto either a live or dead
used to get the ship under power from a ‘dead ship’ condition.
bus bar have been covered in Section 2.13 of this manual. • Tacho fail alarm lamp
• Battery and battery charger fail alarm lamp

• Lubricating oil high temperature alarm lamp Illustration 2.12.2b Emergency Diesel Generator Fuel Oil Service System g) Turn the mode control switch on the automatic start control
• Low cooling water level temperature Filling Connection
panel to the AUTO position. The emergency generator is now
B Deck set for operation and will automatically start if there is a mains
• Low cooling water level pressure Emergency Generator Room power failure.
Wire Rope
Following the operation of the generator and the return of electrical power to h) Check the automatic start control panel to ensure that no alarm
the main switchboard, the control system will stop the emergency generator conditions exist and press the LAMP/BELL TEST button to
after a preset period. This extended running time allows the engine to be Emergency Generator check that all of the indicator lights and bell are working.
Engine Diesel Oil Tank
available for immediate reconnection to the emergency switchboard in the (7m3)
event of further failures, but also allows the engine to run off-load and to cool LAL
MM064
down prior to stopping. OD OD OD340F

Procedure to Manually Start the Emergency Diesel Generator
401F 400F
25 25
XA (Using the Electric Starter)
LV005
Procedure to Prepare the Emergency Diesel Generator Engine Emergency Generator

Key Engine The emergency generator is normally started manually from the engine control
Fuel System Diesel Oil panel:
SAMSUNG
25
Bilge
a) Check the quantity of MDO in the emergency generator marine
a) Ensure that the engine mode selector switch is turned to the
gas oil tank and replenish as necessary. Section 2.6.5 of this
MANUAL position at the engine control panel.
manual provides details on the method of transfer.
25
b) Ensure that power is available to the control panel and the starter
b) Sludge the tank to remove any water that may be present. This OD402F
motor on the engine by confirming that the battery box isolating
should be done each week before the engine is started on test
To Separated switch is turned to the ON position.
and the day after the tank has been replenished. Bilge Oil Tank
c) Check the LO, cooling water and fuel, as in the procedure for
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c) Check that the engine fuel system is primed and open the fuel
Procedure to Prepare the Emergency Diesel Generator for automatic starting.
oil supply valve OD340F to the diesel engine. This is normally
left open when the engine is stopped. Automatic Starting
d) Select ELECTRIC start as the primary start method using the
a) Confirm that the engine control panel mode selector toggle start method selector switch.
The engine’s fuel system is now ready for operation.
switch is in the MANUAL position.
e) Press the START pushbutton on the control panel. The running
Procedure to Prepare the Emergency Diesel Generator Engine b) Ensure that power is available to the emergency diesel generator light will flash slowly until the starter has driven the engine up
Cooling Water System automatic start control panel. to the ignition speed of 350 rpm. At approximately 350 rpm
the starter will automatically disengage and the engine will
a) Check the water level in the radiator expansion/header tank and c) Confirm the starting batteries for electric starting are fully start; the engine running light will remain illuminated. The
replenish as required. charged and that the battery charger is working. Confirm the emergency generator is now operating.
‘starter battery isolating switches AC and DC power’ are in the
b) Ensure the water heater is switched on and is maintaining ON position. f) Check that the engine is running smoothly and check the engine
temperature when the engine is switched to automatic standby. oil pressure, cooling water temperature and rpm. Investigate any
d) Confirm that the emergency air reservoir air start outlet valve abnormalities.
The engine’s cooling system is now ready for operation. is open and that there is sufficient pressure available to start
the engine. Recharge the reservoir using the emergency air g) To stop the engine, press STOP on the automatic start control
compressor as necessary. panel. The shutdown solenoid will operate and the engine will
be stopped. When the engine has stopped, check that the engine
e) Check the level of oil in the engine sump and top-up as necessary cooling water and the alternator heaters start to operate. Turn
with the correct grade. the mode selector switch back to the AUTO position to restore
the engine to automatic standby.
f) Select ELECTRIC start as the primary start method using the
start method selector switch.

Procedure to Manually Start the Emergency Diesel Generator Procedure for Stopping the Engine After Running On-Load Engine Control Mode
(Using the Air Starter)
Unit Feedback Manual Automatic
a) Slowly reduce the load on the engine until a ‘no load’ condition
a) Ensure that the engine selector switch is turned to the MANUAL exists. Overspeed trip 2070 Trip Trip Trip
position at the automatic start control panel. Low LO pressure trip 0.85 Trip Alarm Alarm
b) Allow the engine to run on no load for approximately 5 minutes CW high temperature 106 Trip Alarm Alarm
b) Observe all of the engine checks as for automatic starting. before shutting down, to allow the cooling water and lubricating trip
oil to carry away heat from the combustion chambers, bearings,
c) Check the air start pressure gauge. Top-up the emergency air shafts and turbochargers, etc.
reservoir if required.
Note: Long periods of running on no load will result in poor combustion and
d) Ensure that power is available to the control panel and that the a build-up of carbon deposits in the cylinders and on the fuel injectors.
starter motor pressure regulator is set to 10 bar.
c) Press the STOP pushbutton on the automatic start control
e) Select AIR start as the start method using the start method panel.
SAMSUNG
selector switch.
d) When the engine has stopped, check that the engine cooling
f) Press the START pushbutton on the control panel. At water and the alternator heater switches are on, and turn the
approximately 350 rpm, the starter will automatically disengage engine control switch back to the AUTOMATIC position to
and the engine will start, leaving the engine running light restore the engine to automatic standby operation.
illuminated. The emergency generator is now operating.
e) Replenish the fuel oil tank and emergency air reservoir as
g) Check that the engine is running smoothly and check the engine necessary.
QGTC
oil pressure, cooling water temperature and speed. Investigate
any abnormalities.
Alarms and Trips
h) To stop the engine, press STOP on the automatic start control Description Setting
panel. The shutdown solenoid will operate and the engine will
Overspeed trip 2070 rpm
be stopped.
LO engine inlet pressure low alarm 1.27kg/cm²
i) When the engine has stopped, check that the engine cooling LO engine inlet pressure low trip 0.85kg/cm²
water and the alternator heaters start to operate. Turn the mode Cooling water temperature high alarm 102°C
selector switch back to the AUTO position to restore the engine Cooling water temperature high trip 106°C
to automatic standby. Cooling water low pressure alarm 0.5kg/cm²
LO temperature high alarm 117±2°C
Procedure to Operate the Emergency Air Compressor Start failure alarm 25 seconds
The emergency air compressor is an independent diesel-driven unit which

is used exclusively to top-up the emergency air reservoir. The operation of
this unit is described in detail in Section 2.10.1, Starting Air System, of this
manual.

Illustration 2.13.1a Main Electrical Network DG4 No.4 Diesel DG3 No.3 Diesel DG2 No.2 Diesel DG1 No.1 Diesel
Generator Generator Generator Generator
4,300kW 4,300kW 4,300kW 4,300kW
No.2 6.6kV SWITCHBOARD No.1 6.6kV SWITCHBOARD

DGB4 DGB3B DGB2B DGB3A DGB2A DGB1
(2HP-05) (2HP-04) (2HP-03) (1HP-03) (1HP-04) (1HP-05)
E.S
E.S
400A
HMTRB2 (2HP-10) (2HP-09) (2HP-08) HMCSB2 HMBTB2 HMBTB1 HMCSB1 (1HP-08) (1HP-09) (1HP-10) HMTRB1
(2HP-07) (2HP-06) (1HP-01) (1HP-01) (1HP-06) (1HP-07)
SFT
Soft Starter
for Water Water Spray No.2 N2 No.3 Ballast No.2 Ballast No.1 Ballast No.1 N2
Spray Pump Pump 350kW Compander Pump 355kW Pump 355kW Pump 355kW Compander
No.2 6.6kV CARGO HCCSB2 HCCSB1 No.1 6.6kV CARGO

SWITCHBOARD (2HP-06) (1HP-06) SWITCHBOARD
SAMSUNG
(2HCP-10) (2HCP-09) (2HCP-08) (2HCP-07) (2HCP-06) (2HCP-05) (2HCP-04) (2HCP-04) (1HCP-04) (1HCP-04) (1HCP-05) (1HCP-06) (1HCP-07) (1HCP-08) (1HCP-09) (1HCP-10)
HCTRB2 HCBTB2 HCBTB1 HCTRB1

400A 400A 400A 400A 400A 400A Auto- (2HCP-03) (1HCP-01) (1HCP-01) (1HCP-03) Auto- 400A 400A 400A 400A 400A 400A
Transformer Transformer
Star Point Star Point
SFT Auto- Auto- SFT

No.5 C/TK No.4 C/TK No.3 C/TK No.2 C/TK No.1 C/TK No.2 HD Trans- No.2 BOG No.2 BOG No.2 HV Cargo No.1 HV Cargo No.1 BOG No.1 BOG No.1 HD Trans- No.5 C/TK No.4 C/TK No.3 C/TK No.2 C/TK No.1 C/TK
No.2 Cargo No.2 Cargo No.2 Cargo No.2 Cargo No.2 Cargo Compressor former Compressor Compressor Transformer Transformer Compressor Compressor Compressor former No.1 Cargo No.1 Cargo No.1 Cargo No.1 Cargo No.1 Cargo
No.2 Soft No.1 Soft
Pump Pump Pump Pump Pump 1,120kW 132kW 600kW 1,500kVA 1,500kVA 600kW 132kW 1,120kW Pump Pump Pump Pump Pump
Starter for Starter for
484.7kW 484.7kW 484.7kW 484.7kW 484.7kW (Low Speed) (High Speed) (500kVAx3) (500kVAx3) (High Speed)(Low Speed) 484.7kW 484.7kW 484.7kW 484.7kW 484.7kW
Cargo Pumps Cargo Pumps
AC6600/450V AC6600/450V
QGTC
No.2 6.6kV No.2 440V CARGO No.1 440V CARGO No.1 6.6kV Main
Main Transformer SWITCHBOARD SWITCHBOARD Transformer
M
LCTRB2 LCTRB1
4,650kVA (2CPT-01) (1CPT-01) 4,650kVA
(1,550kVA x 3) (1,550kVA x 3)
AC6600/450V AC6600/450V
LCESB LCBTB2 LCBTB1
M
(2CPT-02) (1CPT-02) (1CPT-02)
Cargo Consumers Cargo Consumers Cargo Consumers Cargo Consumers

No.2 440V MAIN No.1 440V MAIN
SWITCHBOARD SWITCHBOARD
No.2 220V No.2 GROUP EMERGENCY SWITCHBOARD No.1 GROUP No.1 220V
M
M
FEEDER PANEL STARTER LMTRB2 LMESB2 LMBTB2 EMERGENCY EMERGENCY LMBTB1 LMESB1 LMTRB1 STARTER FEEDER PANEL
PANEL (2PT-01) (2P-01) (1PT-02) GROUP 220V FEEDER (1PT-02) (1P-01) (1PT-01) PANEL
M
MESB2 MESB1 CESB

(2P-01) (1P-01) (2CPT-02) STARTER PANEL
PANEL
DS 1P-11
EGB
M
SHB EP-11
(SC-001) (EG-01)
220V GSP Consumers 440V Consumers 440V Consumers GSP Consumers 220V
Consumers Consumers
Emergency 440V Emergency Emergency GSP 220V
Shore Power Diesel EG Consumers Consumers Emergency
No.2 LV Main Transformer Connection Generator Consumers No.1 LV Main Transformer
270kVA (4 x 90kVA, 1 spare)
Box 910kW 270kVA (4 x 90kVA, 1 spare)
450/230V
450/230V
Key 3Ø Moulded Case Emergency Transformer
Vacuum Circuit- Vacuum Contact 180kVA (4 X 60kVA,1 spare)
Generator 6600V Circuit-Breaker
Breaker with AC440/230V
E.S (MCCB)
Earthing Switch
440V Motor-Driven Disconnection
M Air Circuit-Breaker DS Switch
Vacuum Contact
Transformer 220V with Fuse and
E.S Air Circuit-Breaker Starter with MCCB
Earthing Switch

2.13 Electrical Power Distribution The No.3 diesel generator can also be connected to either the No.1 or No.2 main • The No.2 6.6kV main transformer HV circuit-breaker, HMTRB2,
6.6kV switchboards via breakers DGB3A and DGB3B. Once again, interlocks will be open when the LV circuit-breaker, LMTRB2, is open.
2.13.1 Electrical Equipment are fitted to ensure that both of the breakers cannot be closed simultaneously.
• If a bus short-circuit occurs on the No.1 6.6kV main switchboard,
circuit-breakers DGB1, DGB2A, DGB3A, HMBTB1 and
Generating Plant Power Distribution System HMBTB2 will be prevented from closing.
The electrical power generating plant consists of the following: • If a bus short-circuit occurs on the No.2 6.6kV main switchboard,
From illustration 2.13.1a, it can be seen that the main network consists of circuit-breakers DGB2B, DGB3B, DGB4, HMBTB1 and
two 6.6kV main switchboards, two 440V main switchboards, the 440V HMBTB2 will be prevented from closing.
Main Diesel Generator emergency switchboard, two 6.6kV cargo switchboards and two 440V cargo
No. of sets: 4 switchboards.
6.6kV Cargo Switchboards
Rating: 6,600V AC, 3-phase, 60Hz, 4,300kW, 471A,
The normal operating condition of the network is as follows:
5,375kVA • The No.1 and No.2 6.6kV cargo switchboard bus tie breakers,
• No.1 and No.2 6.6kV main switchboards will be linked, the HCBTB1 and HCBTB2, are normally open.
bus tie breakers are closed, effectively forming one 6.6kV
• The No.1 and No.2 6.6kV cargo switchboard bus tie breakers,
SAMSUNG
Emergency Diesel Generator switchboard.
HCBTB1 and HCBTB2, and the No.1 and No.2 6.6kV cargo
No. of sets: 1 • The No.1 and No.2 440V main switchboards are fed via the switchboard incomer circuit-breakers, HCCSB1 and HCCSB2,
Rating: 440V AC, 3-phase, 60Hz, 910kW, 1,460.3A, No.1 and No.2 6,600/440V main transformers respectively. are mutually interlocked so that only three of the four circuit-
1,137.5kVA breakers can be closed at any time.
• The bus tie breakers between No.1 and No.2 440V main
switchboards are open. • The No.1 6.6kV cargo transformer HV circuit-breaker, HCTRB1,
Introduction • The transfer feeders between No.1 6.6kV main switchboard and will be open when the LV circuit-breaker, LCTRB1, is open.
No.1 6.6kV cargo switchboard are closed. • The No.2 6.6kV cargo transformer HV circuit-breaker, HCTRB2,
The main power generating plant of the vessel consists of four diesel-driven
QGTC
• The transfer feeders between No.2 6.6kV main switchboard and will be open when the LV circuit-breaker, LCTRB2, is open.
generator sets that are located in the engine room on the 3rd deck level.
No.2 6.6kV cargo switchboard are closed. • If a bus short-circuit occurs on No.1 6.6kV cargo switchboard,
The generators supply 6,600V at 60Hz to the No.1 and No.2 6.6kV main
switchboards which are situated in the No.1 and No.2 switchboard rooms on • The bus tie breakers between No.1 and No.2 6.6kV cargo circuit-breakers HMCSB1, HCCSB1, HCBTB1 and HCTRB1will
the 2nd deck level of the engine room. switchboards are open. be prevented from closing.
• The No.1 and No.2 440V cargo switchboards are fed via the • If a bus short-circuit occurs on No.2 6.6kV cargo switchboard,
The number of generators connected to the switchboard at one time depends on No.1 and No.2 6600/440V cargo transformers respectively. circuit-breakers HMCSB2, HCCSB2, HCBTB2 and HCTRB2
the electrical consumer load of the ship at that time. The recommended number will be prevented from closing.
of generators for the vessel’s various conditions is as follows: • The bus tie breakers between No.1 and No.2 440V cargo
switchboards are open.
• At sea full ahead ballast - 1 440V Main Switchboards
• At sea full excessive BOG - 3 The safety interlock systems of the network are as follows. Please refer to
• The No.1 and No.2 440V main switchboard bus tie breakers,
illustration 2.13.1b:
• At sea full ahead one tank inspection - 2 LMBTB1 and LMBTB2, are normally open.
• Manoeuvring in and out of port - 2 (ballast), 3 (loaded) • The No.1 and No.2 440V main switchboard bus tie breakers,
6.6kV Main Switchboards
• In port discharging - 4 LMBTB1 and LMBTB2, and the No.1 and No.2 440V main
• The No.2 diesel generator circuit-breakers, DGB2A and DGB2B, switchboard incomer circuit-breakers, LMTRB1 and LMTRB2,
• In port loading - 3 are mutually interlocked so that only three of the four circuit-
are mutually interlocked so that only one can be closed at any
time. breakers can be closed at any time.
The generators can be manually run-up and connected to the main switchboard
as required but, in normal operation, the power management system (PMS) • The No.3 diesel generator circuit-breakers, DGB3A and DGB3B, • The No.1 6.6kV main transformer LV circuit-breaker, LMTRB1,
automatically controls the operation of the generators and major operational are mutually interlocked so that only one can be closed at any can only be closed when the HV circuit-breaker, HMTRB1, is
aspects of the main switchboard. time. closed.
• The No.1 and No.2 6.6kV main switchboard bus tie breakers, • The No.2 6.6kV main transformer LV circuit-breaker, LMTRB2,
The No.2 diesel generator can be connected to either No.1 or No.2 main 6.6kV HMBTB1 and HMBTB2, are normally closed. can only be closed when the HV circuit-breaker, HMTRB2, is
switchboards via breakers DGB2A and DGB2B (see illustration 2.13.1b), closed.
but interlocks are fitted to ensure that both of the breakers cannot be closed • The No.1 6.6kV main transformer HV circuit-breaker, HMTRB1,
simultaneously. will be open when the LV circuit-breaker, LMTRB1, is open.

Illustration 2.13.1a Main Electrical Network DG4 No.4 Diesel DG3 No.3 Diesel DG2 No.2 Diesel DG1 No.1 Diesel
4,300kW 4,300kW 4,300kW 4,300kW

(2HP-05) (2HP-04) (2HP-03) (1HP-03) (1HP-04) (1HP-05)
E.S
E.S
400A
HMTRB2 (2HP-10) (2HP-09) (2HP-08) HMCSB2 HMBTB2 HMBTB1 HMCSB1 (1HP-08) (1HP-09) (1HP-10) HMTRB1
(2HP-07) (2HP-06) (1HP-01) (1HP-01) (1HP-06) (1HP-07)
SFT
Soft Starter
for Water Water Spray No.2 N2 No.3 Ballast No.2 Ballast No.1 Ballast No.1 N2
Spray Pump Pump 350kW Compander Pump 355kW Pump 355kW Pump 355kW Compander

SAMSUNG
(2HCP-10) (2HCP-09) (2HCP-08) (2HCP-07) (2HCP-06) (2HCP-05) (2HCP-04) (2HCP-04) (1HCP-04) (1HCP-04) (1HCP-05) (1HCP-06) (1HCP-07) (1HCP-08) (1HCP-09) (1HCP-10)

400A 400A 400A 400A 400A 400A Auto- (2HCP-03) (1HCP-01) (1HCP-01) (1HCP-03) Auto- 400A 400A 400A 400A 400A 400A
Transformer Transformer
Star Point Star Point
SFT Auto- Auto- SFT

No.5 C/TK No.4 C/TK No.3 C/TK No.2 C/TK No.1 C/TK No.2 HD Trans- No.2 BOG No.2 BOG No.2 HV Cargo No.1 HV Cargo No.1 BOG No.1 BOG No.1 HD Trans- No.5 C/TK No.4 C/TK No.3 C/TK No.2 C/TK No.1 C/TK
No.2 Cargo No.2 Cargo No.2 Cargo No.2 Cargo No.2 Cargo Compressor former Compressor Compressor Transformer Transformer Compressor Compressor Compressor former No.1 Cargo No.1 Cargo No.1 Cargo No.1 Cargo No.1 Cargo
No.2 Soft No.1 Soft
Pump Pump Pump Pump Pump 1,120kW 132kW 600kW 1,500kVA 1,500kVA 600kW 132kW 1,120kW Pump Pump Pump Pump Pump
Starter for Starter for
484.7kW 484.7kW 484.7kW 484.7kW 484.7kW (Low Speed) (High Speed) (500kVAx3) (500kVAx3) (High Speed)(Low Speed) 484.7kW 484.7kW 484.7kW 484.7kW 484.7kW
Cargo Pumps Cargo Pumps
AC6600/450V AC6600/450V
QGTC
No.2 6.6kV No.2 440V CARGO No.1 440V CARGO No.1 6.6kV Main
Main Transformer SWITCHBOARD SWITCHBOARD Transformer
M
LCTRB2 LCTRB1
4,650kVA (2CPT-01) (1CPT-01) 4,650kVA
(1,550kVA x 3) (1,550kVA x 3)
AC6600/450V AC6600/450V
LCESB LCBTB2 LCBTB1
M
(2CPT-02) (1CPT-02) (1CPT-02)
Cargo Consumers Cargo Consumers Cargo Consumers Cargo Consumers

M
M
M
MESB2 MESB1 CESB

PANEL
DS 1P-11
EGB
M
SHB EP-11
(SC-001) (EG-01)
220V GSP Consumers 440V Consumers 440V Consumers GSP Consumers 220V
Consumers Consumers
Emergency 440V Emergency Emergency GSP 220V
Shore Power Diesel EG Consumers Consumers Emergency
No.2 LV Main Transformer Connection Generator Consumers No.1 LV Main Transformer
450/230V
450/230V
Breaker with AC440/230V
E.S (MCCB)
Earthing Switch
Vacuum Contact
Transformer 220V with Fuse and
E.S Air Circuit-Breaker Starter with MCCB
Earthing Switch

440V Cargo Switchboards Main Switchboards The No.2 main 6.6kV switchboard consists of 12 panels:
The No.1 and No.2 6.6kV main switchboards are of the metal clad type and the • Unit 1, the No.2 remote RIO panel
• No.1 and No.2 440V cargo switchboard bus tie breakers,
electrical characteristics of the switchboards are as follows:
LCBTB1 and LCBTB2, are normally open. • Unit 2, the No.2 6.6kV cargo switchboard feeder panel
(HMCSB2)
• The No.1 and No.2 440V cargo switchboard bus tie breakers, Manufacturer: Hyundai
LCBTB1 and LCBTB2, and the No.1 and No.2 440V cargo Rated voltage: 7.2kV • Unit 3, the No.2 GPT and synchronising panel
switchboard incomer circuit-breakers, LCTRB1 and LCTRB2,
Service voltage: 6.6kV • Unit 4, the No.4 diesel generator panel (DGB4)
are mutually interlocked so that only three of the four circuit-
breakers can be closed at any time. Rated frequency: 60Hz • Unit 5, the No.3 diesel generator panel (DGB3B)
• The No.1 6.6kV cargo transformer LV circuit-breaker, LCTRB1, • Unit 6, the No.2 diesel generator panel (DGB2B)
can only be closed when the HV circuit-breaker, HCTRB1, is Rated Insulation Level • Unit 7, the No.2 6.6kV main transformer panel (HMTRB2)
closed.
Withstand voltage for 1 minute at 60Hz: 20kV rms • Unit 8, the water spray pump panel
• The No.2 6.6kV main transformer LV circuit-breaker, LCTRB2,
Impulse withstand voltage: 60kV peak • Unit 8A, the water spray pump soft starter panel
can only be closed when the HV circuit-breaker, HCTRB2, is
SAMSUNG
closed. 1 second withstand current: 25kA rms
• Unit 9, the No.3 ballast pump panel
Peak withstand current: 63kA peak
• Unit 10, the No.2 N2 compander feeder panel
Emergency Switchboard Internal arc withstand current 1 second: 25kA rms
Bus bar rated current: 1,500A • Unit 11, the No.2 bus tie panel (HMBTB2)
• The emergency switchboard incomer circuit-breakers MESB1 Degree of protection: IP32
and MESB2, the emergency generator circuit-breaker EGB The 6.6kV main switchboard diesel generator panels are each equipped with an
Ambient temperature (normal service conditions): 45°C ammeter, voltmeter and frequency meter. Each generator panel is also equipped
and the shore connection circuit-breaker SHB are mutually
interlocked so that only one of the four circuit-breakers can with a Hyundai HIMAP-BC operation and display unit. This display unit is the
operator interface and display for the generator and power management system
QGTC
be closed at any time. This interlock is released when the Auxiliary Voltages
emergency generator or shore connection are feeding the 440V (PMS). The synchronisation panel is equipped with six wattmeters, a dual
main switchboard (feedback mode). Spring loading: 110V DC frequency meter, dual voltmeter, and synchroscope for manual synchronising
Heating: 220V AC and connection of generators.
• The emergency switchboard incomer circuit-breakers, MESB1
and MESB2, and the outgoing circuit-breaker to the No.2 440V Protective relays and control: 110V DC
The No.1 6.6kV cargo switchboard consists of 14 panels:
cargo switchboard, CESB, are mutually interlocked so that only
one of the three circuit-breakers can be closed at any time. • Unit 1, the No.1 bus tie panel (HCBTB1)
The No.1 main 6.6kV switchboard consists of 11 panels:
• When in feedback mode, the No.1 and No.2 440V main • Unit 2, the No.1 incoming panel (HCCSB1)
• Unit 1, the No.1 remote RIO panel
switchboard incomer circuit-breakers, LMTRB1 and LMTRB2, • Unit 3, the No.1 6.6kV cargo transformer panel (HCTRB1)
cannot be closed. • Unit 2, the No.1 6.6kV cargo switchboard feeder panel
(HMCSB1) • Unit 4, the No.1 BOG compressor panel (high speed)
• Unit 3, the No.1 GPT and synchronising panel • Unit 4A, the No.1 BOG compressor panel (low speed)
• Unit 4, the No.1 diesel generator panel (DGB1) • Units 5, the No.1 HD compressor panel
• Unit 5, the No.2 diesel generator panel (DGB2A) • Unit 6, the No.5 cargo tank, No.1 cargo pump panel
• Unit 6, the No.3 diesel generator panel (DGB3A) • Unit 7, the No.4 cargo tank, No.1 cargo pump panel
• Unit 7, the No.1 6.6kV main transformer panel (HMTRB1) • Unit 8, the No.3 cargo tank, No.1 cargo pump panel
• Unit 8, the No.1 ballast pump panel • Unit 9, the No.2 cargo tank, No.1 cargo pump panel
• Unit 9, the No.2 ballast pump panel • Unit 10, the No.1 cargo tank, No.1 cargo pump panel
• Unit 10, the No.1 N2 compander feeder panel • Unit 11, the No.1 cargo pumps soft starter panel
• Unit 11, the No.1 bus tie panel (HMBTB1) • Unit 12, the No.1 GPT and bus earth switch panel
• Unit 13, the No.1 remote RIO panel

Illustration 2.13.1b Breaker Identification and Normal Positions

DG4 No.4 Diesel DG3 No.3 Diesel DG2 No.2 Diesel DG1 No.1 Diesel
4,300kW 4,300kW 4,300kW 4,300kW

(2HP-05) (2HP-04) (2HP-03) (1HP-03) (1HP-04) (1HP-05)
E.S
E.S
HMTRB2 HMCSB2 HMBTB2 HMBTB1 HMCSB1 HMTRB1
(2HP-07) (2HP-06) (1HP-01) (1HP-01) (1HP-06) (1HP-07)
(N.C) (N.C)

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(2HCP-03) (1HCP-01) (1HCP-01) (1HCP-03)
(N.O) (N.O)
No.2 6.6kV No.1 6.6kV Main
Main Transformer Transformer
4,650kVA 4,650kVA
(1,550kVA x 3) No.2 HV Cargo No.1 HV Cargo (1,550kVA x 3)
AC6600/450V Transformer Transformer AC6600/450V
1,500kVA 1,500kVA
(500kVAx3) (500kVAx3)
AC6600/450V AC6600/450V
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No.2 440V CARGO No.1 440V CARGO
M
LCTRB2 LCTRB1
(2CPT-01) (1CPT-01)
LCESB LCBTB2 LCBTB1

(2CPT-02) (1CPT-02) (1CPT-02)
(N.O) (N.O)
M
M
M
M
(N.O) MESB2 MESB1 CESB (N.O)

PANEL
DS 1P-11
EGB
M
SHB EP-11
(SC-001) (EG-01)
Emergency
Shore Power Diesel EG
No.2 LV Main Transformer Connection Generator No.1 LV Main Transformer
450/230V
450/230V
AC440/230V
E.S Breaker with (MCCB)
Earthing Switch
Vacuum Contact
Transformer 220V with Fuse and Starter with MCCB
E.S Air Circuit-Breaker
Earthing Switch

The No.2 6.6kV cargo switchboard consists of 14 panels: The No.1 and No.2 440V main switchboards have 220V sections which are each The No.1 or No.2 440V main switchboard feeds the emergency switchboard
fed from their respective 440V switchboards via 270kVA transformers. The via a motor driven air circuit-breaker (ACB). The emergency switchboard is
• Unit 1, the No.2 bus tie panel (HCBTB2)
440V main switchboards are located in the No.1 and No.2 main switchboard located in the emergency generator and switchboard room on the port side of
• Unit 2, the No.1 incoming panel (HCCSB2) rooms on the 2nd deck level of the engine room. A deck.
• Unit 3, the No.2 6.6kV cargo transformer panel (HCTRB2)
The No.1 440V cargo switchboard consists of the following panels: The power management system (PMS) controls the starting, connecting and
• Unit 4, the No.2 BOG compressor panel (high speed) load-sharing of the generators In the event of a blackout the emergency generator
• Panel A, the I/O cabinet
• Unit 4A, the No.2 BOG compressor panel (low speed) will start automatically and connect to feed the emergency switchboard.
• Panel B, the No.1 bus tie and No.1 6,600/440V transformer
• Units 5, the No.2 HD compressor panel incomer panel Local group starter panels and distribution boards are provided in suitable
• Unit 6, the No.1 cargo tank, No.2 cargo pump panel • Panel C, the No.1 cargo group starter panel positions to supply the various power, heating, lighting, communication and
navigation equipment throughout the vessel.
• Unit 7, the No.2 cargo tank, No.2 cargo pump panel • Panel D, the No.1 cargo group starter panel
• Unit 8, the No.3 cargo tank, No.2 cargo pump panel • Panel E, the No.1 cargo group starter panel Each 440V or 220V distribution circuit is protected against overcurrent and
• Unit 9, the No.4 cargo tank, No.2 cargo pump panel short-circuit current by a moulded case circuit-breaker. These are fitted on the
• Panel F, the No.1 cargo group starter panel
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switchboard or panel board with inverse time overcurrent and instantaneous
• Unit 10, the No.5 cargo tank, No.2 cargo pump panel short-circuit trip units enclosed within the casing.
The No.2 440V cargo switchboard consists of the following panels:
• Unit 11, the No.2 cargo pumps soft starter panel
• Panel A, the I/O cabinet The two steering gear systems are each fitted with two steering gear motors
• Unit 12, the No.2 GPT and bus earth switch panel (No.1 and No.2 for No.1 steering gear and No.1 and No.2 for No.2 steering
• Panel B, the No.2 bus tie and No.2 6,600/440V transformer
• Unit 13, the No.2 remote RIO panel gear). All four motors are supplied from independent circuits. No.1 for No.1
incomer panel
steering gear is supplied from the No.1 440V main switchboards (circuit 1P-
The No.1 440V main switchboard consists of the following panels: • Panel C, the No.1 cargo group starter panel 10). No.2 for No.2 steering gear is fed from No.2 440V main switchboard
• Panel D, the No.1 cargo group starter panel (circuit 2P-10). No.2 for No.1 steering gear is supplied from the emergency
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• Panel 1A, the No.1 6,600/440V transformer incoming panel
switchboard (circuit EP-01). No.1 for No.2 steering gear is supplied from the
• Panel 1B, the No.1 bus tie panel • Panel E, the No.1 cargo group starter panel emergency switchboard (circuit EP-02).
• Panel 1C, the No.1 440V feeder panel • Panel F, the No.1 cargo group starter panel
The IAS is fed from its own dedicated pair of uninterruptible power supply
• Panel 1D, the No.1 440V feeder panel • Panel G, the link to emergency switchboard panel (UPS) units, No.1 and No.2. Each UPS is fed with dual 440V supplies. No.1
• Panel 1E, the No.1 440V feeder panel UPS is fed from the No.1 440V main switchboard (circuit 1P-44) and the
The 440V cargo switchboards are located in the No.1 and No.2 cargo emergency switchboard (circuit EP-07). No.2 UPS is fed from the No.2 440V
• The No.1 group starter panel switchboard rooms on the upper deck. main switchboard (circuit 2P-44) and the emergency switchboard (circuit EP-
• Panel 1F, the No.1 220V feeder panel 08).
The emergency switchboard consists of 9 panels:
• REM I/O panel A general service 24V battery charging switchboard, located in the navigation
• Panel A, the shore connection panel
deck electronics room, supplies essential low voltage services. This is supplied
The No.2 440V main switchboard consists of the following panels: • Panel B, the No.1 and No.2 440V main switchboard bus tie
from the No.2 440V main switchboard (circuit 2P-28) and the emergency
panel
• Panel 2A, the No.2 6,600/440V transformer incoming panel switchboard (circuit EP-10).
• Panel C, the disconnection switch panel
• Panel 2B, the No.2 bus tie panel
• Panel D, the emergency generator panel Each supply system, ie, 6.6kV, 440V, 220V, 24V mains or emergency, is
• Panel 2C, the No.2 440V feeder panel provided with a device for continuously monitoring the insulation level to
• Panel E, the No.2 440V cargo switchboard bus tie panel earth, raising an audible and visual indication of an abnormally low insulation
• Panel 2D, the No.2 440V feeder panel
• Panel F, the 440V feeder panel level.
• Panel 2E, the No.2 440V feeder panel
• Panel G, the 440V feeder panel
• The No.2 group starter panel
• Panel H, the emergency group starter panel
• Panel 2F, the No.2 220V feeder panel
• Panel I, the 220V feeder panel
• REM I/O panel

Transformers No.1 and No.2 Low Voltage (440V) Main Transformers Forward 440/230 Volt Transformer
No.1 and No.2 6.6kV Main Transformers The 440V at the No.1 and No.2 440V main switchboards is transformed down The 440V at No.7 local group starter panel (circuit 7GP-01) is transformed
to 225V via two main LV transformers to feed the 220V sections located on down to 225V to feed the forward lighting distribution board 1LD. The forward
The 6,600V at the 6.6kV main switchboards is transformed down to 440V
each of the 440V main switchboards. No.1 transformer is located in the No.1 transformer, LGSP-7 panel and 1LD are all located in the bosun’s store.
via two 6.6kV main transformers to feed the No.1 and No.2 440V main
main switchboard room on the engine room 2nd deck. No.2 transformer is
switchboards. No.1 transformer is located in the No.1 main switchboard room
located in the No.2 switchboard room, also on the engine room 2nd deck. Manufacturer: KOC Electric Company Limited
on the engine room 2nd deck. No.2 transformer is located in the No.2 main
switchboard room, also on the engine room 2nd deck. Type: Drip-proof, floor-mounted
Manufacturer: KOC Electric Company Limited
Capacity: 37.5kVA (12.5kVA x 4, 1 spare)
Manufacturer: Hyundai Type: Drip-proof, floor-mounted
No. of sets: 1
Capacity: 4,650kVA, (3 x 1,550kVA 1-phase) Capacity: 270kVA (90kVA x 4, 1 spare)
Primary voltage: 440V
Secondary voltage: 225V
Primary voltage: 6,600V, 406.8A Primary voltage: 440V, 354.3A
Frequency: 60Hz
Secondary voltage: 450V, 5966.0A Secondary voltage: 225V, 692.8A
Insulation class: B
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Frequency: 60Hz Frequency: 60Hz
Cooling: Air-cooled
Insulation class: B Insulation class: B
Protection level: IP23
Cooling: Air-cooled Cooling: Air-cooled
Protection level: IP23 Protection level: IP23
Galley and Laundry 440/440 Volt Isolating Transformer
The No.3 local group starter panel (circuit 3GP-01) feeds the 440V galley and
No.1 and No.2 6.6kV Cargo Transformers Emergency Transformer
laundry power distribution board 2PD via a 440/440V isolation transformer.
The 6,600V at the 6.6kV cargo switchboards is transformed down to 440V The 440V at the emergency switchboard is transformed down to 225V The transformer is located in the air handling room on the upper deck.
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via two 6.6kV cargo transformers to feed the No.1 and No.2 440V cargo by one emergency transformer to feed the 220V section of the emergency
switchboards. No.1 transformer is located in the No.1 cargo switchboard room switchboard. The emergency transformer is located in the emergency generator Manufacturer: KOC Electric Company Limited
on the starboard side of the upper deck. No.2 transformer is located in the No.2 and switchboard room on the port side of A deck. Type: Drip-proof, floor-mounted
cargo switchboard room on the port side of the upper deck. Capacity: 180kVA (60kVA x 3)
No. of sets: 1
Manufacturer: Hyundai Type: Drip-proof, floor-mounted
Primary voltage: 440V, 236.2A
Capacity: 1,500kVA, (3 x 500kVA 1-phase) Capacity: 180kVA (60kVA x 4, 1 spare)
Secondary voltage: 440V, 236.2A
Frequency: 60Hz
Primary voltage: 6,600V, 75.8A Primary voltage: 440V, 236.2A
Insulation class: B
Secondary voltage: 450V, 111.1A Secondary voltage: 225V, 461.9A
Cooling: Air-cooled
Frequency: 60Hz Frequency: 60Hz
Insulation class: B Insulation class: B
Cooling: Air-cooled Cooling: Air-cooled
Protection level: IP23 Protection level: IP23

Galley and Laundry 440/220 Volt Isolating Transformer 440/220 Volt Engine Room Portable Equipment Transformer between different switchboards supplied from separate port or starboard sides
of the main switchboard. Interlocked door isolators are provided for all starters.
The 440V at the No.1 440V main switchboard (circuit 1P-39) is transformed The vessel is equipped with a 440/225V transformer for use with portable
For group starter boards, this switch is the moulded case circuit-breaker which
down to 225V to feed the 220V galley and laundry power distribution board equipment. The transformer is located in the engine store adjacent to the
functions as both disconnecting means and overcurrent protection of the motor
12LD via a 440/220V isolation transformer. The transformer is located in the workshop.
circuit.
air handling room on the upper deck.
Manufacturer: KOC Electric Company Limited Type: Drip-proof, floor-mounted Sequential Restarting
Type: Drip-proof, floor-mounted Capacity: 12kVA (4kVA x 3) Essential service motors which were in service before a blackout, are started
Capacity: 90kVA (30kVA x 3) No. of sets: 1 automatically on recovery of the main bus voltage. They will start according
No. of sets: 1 to the predetermined restarting time sequence. Motors that were selected for
duty before the blackout are automatically returned to duty after the blackout.
Primary voltage: 440V, 118.1A Secondary voltage: 225V, 30.8A Similarly, motors selected for standby are automatically returned to standby.
Secondary voltage: 225V, 230.9A Frequency: 60Hz See Section 2.13.8 for further information.
Frequency: 60Hz Insulation class: B
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Insulation class: B Cooling: Air-cooled Preference Tripping
Cooling: Air-cooled Protection level: IP23 Non-essential loads are interrupted automatically in the case of an overcurrent
Protection level: IP23 on any one of the main generators. This provides continuity of supply to the
6.6kV Motor Starters essential consumers. See section 2.13.8 for further information.
No.1 and No.2 Control and Instrument Transformers
The 6.6kV ballast pumps, BOG compressors and HD compressors are
The vessel is equipped with two 220V E/R control and instrument distribution controlled using direct on-line starters which utilise fused vacuum contact Integrated Automation System (IAS)
boards, 2AD and 3AD. Each panel has dual 220V supplies. 2AD panel is switches (VCS) in the main 6.6kV switchboards to start and stop the motors.
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supplied from the No.1 440V main switchboard (circuit 1P-36) via No.1 The starters are fitted with an earthing device which will earth the outgoing Manufacturer: Honeywell
450/225V control and instrument transformer and also from 3AD panel. circuit (and hence the motor itself) when maintenance is required at the specific Model: Experion PKS
The transformer and the distribution board are located in the No.1 main pump or compressor. The No.1 and No.2 N2 compressors employ frequency
switchboard room. 3AD panel is supplied from the emergency switchboard converter starting. The No.1 frequency converter transformer is fed from the
All the vessel’s principal items of machinery and cargo equipment are
440V feeder panel (circuit EP-06) via No.2 450/225V control and instrument No.1 6.6kV main switchboard and is located in the No.1 main switchboard
continuously and automatically supervised by the Integrated Automation
transformer and also from 2AD panel. The transformer and the distribution room. The No.2 frequency converter transformer is fed from the No.2 6.6kV
System (IAS).
board are located in the No.2 main switchboard room. main switchboard and is located in the No.2 main switchboard room. The
6.6kV cargo pumps have direct on-line starting facilities as well as a soft starter
The IAS consists of a network of operator stations, servers, process stations,
Manufacturer: KOC Electric Company Limited group start. The water spray pump is controlled using a soft starting method.
input/output units and control stations, connected by a redundant data bus,
Type: Drip-proof, floor-mounted The soft starter and water spray pump panels are located on the No.2 6.6kV
enabling the operators to monitor and operate the majority of the ship’s
main switchboard.
Capacity: 37.5kVA (12.5kVA x 3) machinery or the main items of cargo equipment from single operator stations
No. of sets: 2 located in the cargo control room (CCR), engine control room (ECR) and the
440V Motor Starters wheelhouse.
Secondary voltage: 225V, 96.2A The 440V motors are generally of the fan-cooled, squirrel cage induction type
The system enables monitoring, supervision, operation and control of the
with a standard frame designed for AC 440V three-phase 60Hz supply. They
Frequency: 60Hz important plant on board the vessel. Equipment such as the main engines,
are controlled using the direct on-line starting method, the exception to this
Insulation class: B diesel generators, valves, pumps, cargo compressors, etc, are all covered to
being the sea water pump for the high expansion foam system which uses a
Cooling: Air-cooled different levels of automation and supervision.
soft starting method.
The basic functions of the system include:
The motor starters are generally arranged in group starter panels (GSP) or local
group starter panels (LGSP). Group starter panels are located on each 440V • Process and system monitoring
main and cargo switchboard. An emergency group starter panel is located on
• Event logging and monitoring
the emergency switchboard. Five local group starter panels (LGSP-3, 4, 5, 6 and
and 7) are located throughout the vessel. There are several pieces of equipment • Control functions (motor control, valve control and PIDs)
started via individual starters. Details of the local group starters and individual
starters is shown in illustration 2.13.4g. Duplicated equipment starters are split

Illustration 2.13.1c HIMAP-BC Generator Protection and Power Management Unit
CURRENT
A
HIMAP - BC
1 kA 2 5
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%
VOLTAGE
V
ACK 12
1 kV 2
EM.STOP
POWER
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kW
MW 2
FREQ. / PF
cos F1 F2 F3 F4
3 4 METERS ALARMS PROCESS
Hz 8 8 8 8
11
TRIP UP
ALARM
I
9
READY LEFT ENTER RIGHT
6 7 10
COM.
HYUNDAI SYS. CHECK

O
DOWN
HEAVY INDUSTRIES CO. LTD.

The system is made up of two distinct parts, one part provides the operators with No.1 UPS is fed with dual 440V supplies, one from the No.1 440V main Heavy Consumers
display and operating facilities, and the other part is used for the processing switchboard (circuit 1P-44) and one from the emergency switchboard (circuit
of the collected information and the transmission of control/supervision EP-07). No.2 UPS is fed with dual 440V supplies, one from the No.2 440V Heavy Consumers Rated Power Blocking
commands via the in/out modules. main switchboard (circuit 2P-44) and one from the emergency switchboard Setting
(circuit EP-08). Both UPS units transform the 440V supplied to provide an Nos.1, 2 and 3 ballast pumps 355kW 461.5kW
The main system cabinets containing the servers, power supply and distribution uninterruptible 220V supply for the IAS. High duty compressors 1,120kW 2,016kW
units, input/output modules, etc, are located in the electrical equipment room No.1 and No.2 N2 compressors 6,000kW 6,000kW
(EER) on A deck, the ECR on the 2nd deck and in the cargo motor room (CMR).
Generator Protection and Power Management BOG compressor 600kW 1,800kW
Further Remote Input/Output (REM I/O) stations are located throughout the
vessel in switchboard rooms and motor/compressor rooms fairly close to the Water spray pump 350kW 455kW
actual equipment being supervised. Type: HIMAP-BC No.1 cargo pump (P and S) 487.7kW 600.1kW
No.2 cargo pump (P and S) 487.7kW 600.1kW
The IAS is interfaced with several other ship’s systems. From the cargo system A generator protection and power management unit (HIMAP-BC) is fitted on No.3 cargo pump (P and S) 487.7kW 600.1kW
server cabinet C8 the following systems are interfaced: each of the main switchboard generator panels and is as shown in illustration
No.4 cargo pump (P and S) 487.7kW 600.1kW
2.13.1c.
• Custody transfer system (CTS) No.5 cargo pump (P and S) 487.7kW 600.1kW
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• Loading computer The main switchboard and generators can be controlled in one of two ways:
• Float level gauging system • Manually, from the main switchboard
• Gas detection and sampling system • Automatically, via the automatic control system
• Gas combustion unit
This system has various functions to ensure the continuous supply of the ship’s
• Nitrogen generation system electrical systems.
• Inert gas (IG) system
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The power management system (PMS) automatically controls the diesel
• Remote sounding system generators for efficient operation. Automatic starting, synchronising and load-
• Hull stress monitoring system sharing is provided for the ship’s generator sets. The system automatically
equalises the generator frequency with bus bar frequency and energises the
• Integrated navigation system
generator’s VCB to connect the two circuits at the moment when the phases
• Bridge watch alarm system coincide (synchronising). Automatic load-sharing then ensures that each
• No.1 and No.2 voltage frequency system generator is equally loaded.
From the machinery system server cabinet (M6) the following systems are The system also controls the following:
interfaced: • The number of running generators in accordance with the ship’s
• Shipboard management system (SMS) power demand.
• Ship performance monitoring system • Automatic blackout restart and connection of generators.
• Voyage data recorder (VDR) • The blocking of large motors until the number of running
generators is sufficient to supply the motor start current and
• Bridge manoeuvring system ship’s power demand. In this case of cargo equipment, the
• Fire detection system standby generator is started and synchronised automatically.
• Nox emission monitoring system • Frequency; automatic frequency control ensures that the supply
frequency remains at 60Hz independent of load.
The system is supplied from two independent uninterruptible power supplies,
IAS UPS1 and IAS UPS2. IAS UPS1 is located in electrical equipment room Automatic and manual control of the main switchboard is described in Section
(EER) on the upper deck. IAS UPS2 is located in the engine control room on 2.13.2 (Main Switchboard and Generator Operation).
the 2nd deck.

HIMAP-BC Operation Electrical Safety Personnel carrying out high voltage isolation, earthing, maintenance and
inspection should have attended the company’s high voltage safety training
The HIMAP-BC operations are as listed below with the numbers quoted cross- Before carrying out maintenance on any electrical systems the following
course.
referencing with illustration 2.13.1c. conditions are to be complied with:
1) These are displays for showing the average current, voltage and High voltage apparatus is classified as any apparatus, equipment and
power of the generator. a) The senior on-watch engineer should be informed of any
conductors which are normally operated at a voltage exceeding 1,000V AC or
maintenance on any electrical equipment within the machinery
2) These are LED indicators for the corresponding displays and 1,500V DC.
spaces.
can show the following:
A permit to work should be issued by the Chief Engineer to the authorised
• The current as amps/kA or the percentage reading b) Approach to the maintenance should be fully discussed at the
person in charge of work to be carried out on the earthed high voltage apparatus,
work planning discussion.
• The voltage as volts/kV or the percentage reading detailing exactly which apparatus is dead, isolated from all live conductors,
discharged, connected to earth, and on which it is safe to work.
• The power as kwatts/MW or the percentage reading c) Work on electrical systems should be carried out only by
suitably trained personnel.
3) This is an LED display for showing the power factor or the A key interlocking system is provided for 6.6kV parts, where access to live
frequency of the supply. electrical parts can be reached without using tools. All other parts such as
d) The breaker for the apparatus under maintenance should be
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generators and motors are closed and can be opened only by skilled personnel
4) This is the LED indicator for the power factor/frequency opened. using tools.
display.
5) These are the programmable LEDs for the alarm, error and other e) Fuses should be removed. The key interlocking system allows for safe access to high voltage equipment
indications. for maintenance and repair. It ensures that the access to high voltage parts
f) The opened breaker should be locked and the key kept in the is prohibited in all cases, where the correct switch off/down and earthing
6) This is an RS232 port that can be used for serial possession of the person carrying out the maintenance.
communication. procedure of the main breaker is not performed completely or in the wrong
order.
7) These are LED indicators for trip, alarm, ready for operation, g) When working in cubicles such as starter boxes, insulated
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communication and self-diagnosis use. shields indicate live components and should not be tampered
with. Work in this area will require isolating at a more primary Working on High Voltage Equipment
8) The function keys are menu or short-cut keys which have
level. When it is necessary for work to be carried out on high voltage equipment,
functions displayed on the liquid crystal display (LCD) as
the personnel carrying out the work must adhere to the company’s current
follows:
h) A caution notice (Caution Men Working) should be attached to legislature concerning maintenance, inspection and testing of high voltage
• F1 - Enters directly the HIMAP meter page, starting with the breaker isolating the circuit under maintenance. equipment.
the general overview page.
• F2 - This button allows the operator to enter the alarm/event i) The circuit should be tested to check that it is dead and that no 6.6kV Main Switchboards - Opening the VCB Front Doors
pages, starting with the alarm page. auxiliary supply is present.
To open the 6.6kV main switchboard vacuum circuit-breaker (VCB) front
• F3 - This button opens the process pages and starts with the j) All officers and technical staff should be competent in the doors, the following procedure must be followed:
synchronising page. treatment of electric shock.
• F4 - This activates the frame for the breaker control, and a) Open the VCB.
by using the arrow keys or the F4 key again, the frame will High Voltage
move from one breaker to the other. Only a breaker with an b) Obtain the slot unlocking key from key security.
active frame can be controlled by the operator. High voltage circuits are potentially more dangerous than low or medium
voltage circuits. This is not only due to the increased voltage, but also the c) Insert the slot unlocking key into the lock on the front door.
9) This pushbutton closes the selected device. explosion risk and because, under certain circumstances, high voltage circuits
10) This pushbutton opens the selected device. can retain a lethal charge even when switched off. In addition, dangerous d) Release the lock.
potentials exist some distance from the actual live high voltage conductors, the
11) These are navigation keys with the up/down, left/right arrows e) Insert the draw-out bar into the slot.
distance being determined by the conductor voltage and the dielectric strength
moving the cursor to display frames and the enter key activating
of the insulating materials (including air) surrounding the conductor.
the menu. f) Use the bar to draw out the VCB from the SERVICE to the
12) This button is used to acknowledge any alarms that may be It is therefore essential that all persons who may be required to work on, or TEST position.
present, but it can also be configured to act as an emergency stop operate high voltage apparatus, are fully aware of the hazards and how to avoid
key. the associated danger. g) Use the inspection window to confirm that the VCB is in the
TEST position.

h) Confirm that the voltage detector lamp is extinguished. i) Close the earth switch (ES) and take out the ES key. 6.6kV Main Switchboard - Opening the Bus Earth Switch
When opening the 6.6kV main switchboard bus earth switch (ES), the following
i) Close the earth switch (ES) and take out the ES key. Place the j) Insert this ES key into the lock on the rear cover. procedure must be followed:
key in the ES key safety storage point.
k) Open the rear cover. a) Open the main bus earth switch at the GPT and synchronising
j) Open the front door. panel.
6.6kV Main Switchboards - Closing the VCB Rear Covers
6.6kV Main Switchboards - Closing the VCB Front Doors To reinstate the VCB the following procedure must be followed:
b) Open the diesel generator, cargo switchboard and bus tie panel
VCB earth switches.
To reinstate the VCB the following procedure must be followed:
a) Close the VCB rear cover.
a) Close the VCB front door. c) At the 6.6kV main switchboard, rack-in the diesel generator,
b) Remove the ES key from the rear cover. cargo switchboard and bus tie panel VCBs to the SERVICE
b) Remove the ES key from the ES key safety storage point. position. Do not rack-in these VCBs before opening the main
c) Insert the ES key into the ES lock on the front door and open the bus earth switch.
SAMSUNG
c) Insert the ES key into the lock and open the earth switch. earth switch.
6.6kV Cargo Switchboards - Opening the VCB Front Doors
d) Insert the draw-out bar into the slot on the front door. d) Insert the draw-out bar into the slot on the front door. To open the 6.6kV cargo switchboard vacuum circuit-breaker (VCB) front
doors, the following procedure must be followed:
e) Use the bar to rack-in the VCB from the TEST to the SERVICE e) Use the bar to rack-in the VCB from the TEST to the SERVICE
position. position. a) Open the VCB.
f) Close the slot using the slot locking key. f) Close the slot using the slot locking key. b) Obtain the slot unlocking key from key security.
QGTC
g) Remove the slot locking key and return to key security. g) Remove the slot locking key and return to key security. c) Insert the slot unlocking key into the lock on the front door.
The VCB is now ready for operation. The VCB is now ready for operation. d) Release the lock.
6.6kV Main Switchboards - Opening the VCB Rear Covers 6.6kV Main Switchboard - Closing the Bus Earth Switch e) Insert the draw-out bar into the slot.
To open the 6.6kV main switchboard vacuum circuit-breaker (VCB) rear Before closing the 6.6kV main switchboard bus earth switch (ES), the following
covers, the following procedure must be followed: procedure must be followed: f) Use the bar to draw out the VCB from the SERVICE to the
TEST position.
a) Open the VCB. a) At the 6.6kV main switchboard, open the diesel generator, cargo
switchboard and bus tie panel VCBs and draw them out to the g) Use the inspection window to confirm that the VCB is in the
b) Obtain the slot unlocking key from key security. TEST position. TEST position.
c) Insert the slot unlocking key into the lock on the front door. b) Close the diesel generator, cargo switchboard and bus tie panel h) Confirm that the voltage detector lamp is extinguished.
VCB earth switches after confirming that the voltage detector
d) Release the lock. lamp is extinguished. i) Close the earth switch (ES) and take out the ES key. Place the
key in the ES key safety storage point.
e) Insert the draw-out bar into the slot. c) Confirm that the main bus bar is dead by use of the voltage
detector lamps at the GPT and synchronising panel. j) Open the front door.
f) Use the bar to draw out the VCB from the SERVICE to the
TEST position. d) Close the main bus earth switch at the GPT and synchronising
panel.
g) Use the inspection window to confirm that the VCB is in the
TEST position.
h) Confirm that the voltage detector lamp is extinguished.

6.6kV Cargo Switchboards - Closing the VCB Front Doors 6.6kV Cargo Switchboards - Closing the VCB Rear Covers c) At the 6.6kV cargo switchboard, rack-in the cargo incomer,
To reinstate the VCB the following procedure must be followed: To reinstate the VCB the following procedure must be followed: cargo transformer and bus tie panel VCBs to the SERVICE
position. Do not rack-in these VCBs before opening the main
a) Close the VCB front door. a) Close the VCB rear cover. bus earth switch.
b) Remove the ES key from the ES key safety storage point. b) Remove the ES key from the rear cover. CAUTION
Do not insert the VCBs of the Cargo Incoming, Bus Tie, Cargo
c) Insert the ES key into the lock and open the earth switch. c) Insert the ES key into the ES lock on the front door and open the Transformer and Back Feeding panels into the SERVICE position
earth switch. before opening the earth switch of the main bus.
d) Insert the draw-out bar into the slot on the front door.
d) Insert the draw-out bar into the slot on the front door.
e) Use the bar to rack-in the VCB from the TEST to the SERVICE
position. e) Use the bar to rack-in the VCB from the TEST to the SERVICE
position.
f) Close the slot using the slot locking key.
SAMSUNG
f) Close the slot using the slot locking key.
g) Remove the slot locking key and return to key security.
g) Remove the slot locking key and return to key security.
The VCB is now ready for operation.
The VCB is now ready for operation.
6.6kV Cargo Switchboards - Opening the VCB Rear Covers
To open the 6.6kV cargo switchboard vacuum circuit-breaker (VCB) rear 6.6kV Cargo Switchboard - Closing the Bus Earth Switch
QGTC
covers, the following procedure must be followed: Before closing the 6.6kV cargo switchboard bus earth switch (ES), the
following procedure must be followed:
a) Open the VCB.
a) At the 6.6kV cargo switchboard, open the cargo incoming,
b) Obtain the slot unlocking key from key security. cargo transformer and bus tie panel VCBs and draw them out to
the TEST position.
c) Insert the slot unlocking key into the lock on the front door.
b) Close the cargo incoming, cargo transformer and bus tie panel
d) Release the lock. VCB earth switches after confirming that the voltage detector
lamp is extinguished.
e) Insert the draw-out bar into the slot.
c) Confirm that the main bus bar is dead by use of the voltage
f) Use the bar to draw out the VCB from the SERVICE to the detector lamps at the cargo switchboard incomer panel.
TEST position.
d) Close the bus earth switch of the cargo switchboard at the cargo
g) Use the inspection window to confirm that the VCB is in the switchboard incomer panel.
TEST position.
6.6kV Cargo Switchboard - Opening the Bus Earth Switch
h) Confirm that the voltage detector lamp is extinguished.
When opening the 6.6kV cargo switchboard bus earth switch (ES), the
i) Close the earth switch (ES) and take out the ES key. following procedure must be followed:
j) Insert this ES key into the lock on the rear cover. a) Open the bus earth switch of the 6.6kV cargo switchboard at the
cargo switchboard incomer panel.
k) Open the rear cover.
b) At the 6.6kV cargo switchboard, open the cargo incomer, cargo
transformer and bus tie panel VCB earth switches.

Illustration 2.13.2a 6.6kV Main Switchboards Layout
Panel 1 Panel 2 Panel 3 Panel 4 Panel 5 Panel 6 Panel 7 Panel 8 Panel 9 Panel 10 Panel 11
No.1 No.1 6.6kV No.1 No.1 Diesel No.2 Diesel No.3 Diesel No.1 6.6kV No.1 No.2 No.1 No.1 Bus Tie
Remote Cargo GPT & Synchro Generator Panel Generator Panel Generator Panel Main Ballast Pump Ballast Pump N2 Compander Panel
RIO Panel Switchboard Panel DGB1 DGB2A DGB3A Transformer Panel Panel Feeder Panel HMBTB1
Panel HMCSB1 Panel HMTRB1
Starboard Port
No.1 6.6kV
Main Switchboard
(No.1 Main Switchboard Room
Engine Room 2nd Deck)
SAMSUNG
QGTC
Panel 11 Panel 10 Panel 9 Panel 8A Panel 8 Panel 7 Panel 6 Panel 5 Panel 4 Panel 3 Panel 2 Panel 1
No.2 Bus Tie No.2 No.3 Soft Starter Water Spray No.2 6.6kV No.2 Diesel No.3 Diesel No.4 Diesel No.2 No.2 6.6kV No.2
Panel N2 Compander Ballast For Water Pump Main Generator Panel Generator Panel Generator Panel GPT & Synchro Cargo Remote
HMBTB2 Feeder Panel Pump Spray Pump Panel Transformer DGB2B DGB3B DGB4 Panel Switchboard RIO Panel
Panel Panel HMTRB2 Panel HMCSB2
Starboard Port
No.2 6.6kV
Main Switchboard
(No.2 Main Switchboard Room
Engine Room 2nd Deck)

2.13.2 Main Switchboard and Generator Operation 2. Remote Control Available from Switchboard for the Diesel Generator 5. Manual Diesel Generator Engine Start and Stop - Remote Switchboard
(Flow Chart FC2) (Flow Chart FC3)
Automatic and Manual Operation of the Main Switchboards The diesel generators can be remotely controlled at the 6.6kV main switchboards It is assumed that remote control from the relevant 6.6kV main switchboard is
as follows: available. This is described in procedure No.2 (FC2). The engine is assumed to
and Generators
be in the stopped condition.
a) It has been assumed that the diesel engine is ready to start and
The automatic starting, stopping, connection, synchronising and loading of the
that the engine start conditions are normal. a) Turn the relevant ENGINE CONTROL switch (ECS1, ECS2A,
main generators is controlled by the generator automatic control system.
ECS2B, ECS3A, ECS3B and ECS4) at the relevant 6.6kV main
b) Press the REMOTE pushbutton on the generator local control switchboard synchronising panel to the START position. (This
The automatic control system for the generators can be switched off by turning
panel at the engine. The READY TO START indicator at the is a pull to turn, spring return to centre type switch.)
the CONTROL POSITION switch (COS-P) at the No.1 and No.2 6.6kV main
relevant 6.6kV main switchboard synchronising panel will be
switchboard synchronising panels to the MSB1 and MSB2 positions (from the
illuminated. b) The engine receives a start command and starts. When
IAS position to the MSB1 position).
voltage is established the READY TO START indicator at the
Remote control of the diesel generator is now possible by turning the relevant 6.6kV main switchboard synchronising panel will be
When in the full automatic mode, automatic synchronising and load-sharing,
CONTROL MODE selection switch (COS-P) at the relevant 6.6kV main extinguished and the GEN RUN indicator illuminated.
SAMSUNG
load dependent start/stop and large motor start blocking are performed
switchboard synchronising panel to the MSB1/MSB2 position.
automatically by the automatic control system in the IAS position.
c) To stop the generator, turn the relevant ENGINE CONTROL
When MSB1/MSB2 control of a generator is selected, the automatic control 3. Local Control Available for the Diesel Generator (Flow Chart FC2) switch to the STOP position.
system has no control of a generating set. A generator can be operated locally The diesel generators can be locally controlled at the generator engine local
and at the respective switchboard panel. The diesel generator local control is control panels as follows: 6. Diesel Generator Running - VCB Closure onto a Dead Bus - Switchboard
selected by means of the LOCAL and REMOTE pushbuttons at the generator Operation (Flow Chart FC3)
engine local control panel. REMOTE must be pressed to enable either manual
a) It has been assumed that the diesel engine is ready to start and It is assumed that remote control is available as described in procedure No.2
starting/stopping from the main switchboard or automatic starting/stopping
QGTC
that engine start conditions are normal. (FC2), and that the generator engine has been started and the correct voltage
from the automatic control system.
established at the relevant main switchboard generator panel as described in
b) Press the LOCAL pushbutton on the generator local control procedure No.5 (FC3).
Note: For further details of the flow charts referred to in the following panel at the engine. The READY FOR START indicator on the
descriptions, please refer to drawing No. MKHO-0682 - 6.6kV Main generator local control panel at the engine will be illuminated. a) Turn the relevant CB CONTROL switch (BCS1, BCS2A,
Switchboard. BCS2B, BCS3A, BCS3B and BCS4) at the relevant 6.6kV main
Local control from the generator engine local control panel is now available. switchboard synchronising panel to the CLOSE position. (This
1. Automatic Control Available for the Diesel Generator (Flow Chart is a pull to turn, spring return to centre type switch.)
FC2) 4. Manual Diesel Generator Engine Start - Local (Flow Chart FC3)
b) The VCB will receive a close command and will close.
The procedure for automatic control of the diesel generators is as follows: The diesel generator engines can be started locally from the generator engine
local control panels. It is assumed that the diesel generator is stopped and is The diesel generator is now supplying the main switchboard.
a) It has been assumed that the diesel engine is ready to start and ready to start.
that the engine start conditions are normal.
a) Press the LOCAL pushbutton on the generator local control 7. Diesel Generator Running-Manual Parallel Running of Diesel Generator
b) Press the generator REMOTE pushbutton on the generator local panel at the engine. The READY FOR START indicator on the - Switchboard Operation (Flow Chart FC4)
control panel at the engine. The READY TO START indicator generator local control panel at the engine will be illuminated. It is assumed that remote control is available as described in procedure No.2
at the relevant 6.6kV main switchboard synchronising panel will (FC2), and that the generator engine has been started and the correct voltage
be illuminated. b) Start the generator by pressing the START pushbutton on the established at the relevant main switchboard generator panel as described in
local panel. The generator receives a start command and starts. procedure No.5 (FC3).
c) Turn the CONTROL POSITION selection switch (COS-P) at
the relevant 6.6kV main switchboard synchronising panel to the Observe the running lamp, frequency meter and voltmeter on the 6.6kV main a) Turn the SYNCHRO SELECTION switch (SYS) at the relevant
IAS position. switchboard. 6.6kV main switchboard synchronising panel to the incoming
generator position (DG1, DG2A, DG2B, DG3A, DG3B or
Automatic control of the diesel generator is now possible. DG4).

Illustration 2.13.2b 6.6kV Main Switchboards Generator, Synchronising and Bus Tie Panels
No.3 DIESEL GENERATOR

No.1 GPT & SYNCHRO No.1 BUS TIE
(6600V 3PH 60HZ 5375KVA)
EXCITER
CLOSE VCB WHEN
UPPER LAMP IS DARK
10
200 400
5 15
0 20
0 600
A A
EL-R EL-S EL-T

4000 60
VOLTAGE (MANU ADJ)
6000
2000 57 63 TOO FAST TOO SLOW
8 kV 65 Hz
I I EARTH LEAKAGE
8000 6
55 65 4 60
0 KW 9000 Hz
0 2 6 8 65
4 55 60
2 II II
0 55
DC 110V VCB TEST VCB VCB VCB
SOURCE POSITION OPEN CLOSED TRIPPED
DC110V VCB VCB VCB VCB NON

SPACE
SOURCE OPEN CLOSED TRIPPED CLOSED HEATER
ON I: BUS SIDE I: BUS SIDE
II: GEN SIDE II: GEN SIDE
FLUORESCENT FUNCTION AND DEFINITION FOR HIMAP

LAMP
SELECT SELECT SELECT SELECT LAMP ON 27 : UNDERVOLTAGE RELAY
OFF TEST
DG2B DG3B DG2A DG3A 37 : UNDERCURRENT RELAY
48 : REVERSE PHASE RELAY
CURRENT
A
HIMAP - BC 49 : THERMAL OVERLOAD RELAY
1 kA 2 5
50 : INSTANTANEOUS OVERCURRENT RELAY
SPACE HEATER %
LAMP EM’CY 51 : AC TIME OVERCURRENT RELAY
OFF ON TEST STOP 67B : AC DIRECTIONAL GROUND RELAY
VOLTAGE NO.2B DG NO.3B DG NO.2A DG NO.3A DG
V NO.4 DG NO.1 DG
ACK 12 (B-BUS) (B-BUS) (A-BUS) (A-BUS)
1 kV 2
EM.STOP
POWER
kW
HIMAP
MW 2 2000 4000 2000 4000 2000 4000 2000 4000 2000 4000 2000 4000
%
LOCK-OUT RELAY
FREQ. / PF
FREQUENCYMETER
cos F1 F2 F3 F4
0 0 0 0 0 0 ALARM
AMMETER 3 4 METERS ALARMS PROCESS 6000 6000 6000 6000 6000 6000 TRIP
SAMSUNG
Hz 8 8 8 8 RESET
11
L2 L2 650 6500 650 6500 650 6500 650 6500 650 6500 650 6500
FAULT
OFF
TRIP UP HIMAP - FI
L3
L3
kW kW kW kW kW kW
L1
L1
MVR AVR
ALARM
I
9
OFF
OFF
OFF
OFF
READY LEFT ENTER RIGHT

6 7 10
COM.
HYUNDAI SYS. CHECK

O
DOWN
GEN. CONTROL GEN. CONTROL HEAVY INDUSTRIES CO. LTD.
VCB VCB VCB VCB VCB VCB VCB VCB VCB VCB VCB VCB
OPEN CLOSED OPEN CLOSED OPEN CLOSED OPEN CLOSED OPEN CLOSED OPEN CLOSED
DONT SWITCH OVER THIS

SWITCH WHEN GENERATOR HYUNDAI
HEAVY INDUSTRIES CO. LTD.
IS RUNNIBG VCB VCB VCB VCB VCB VCB
GEN RUN TRIPPED GEN RUN TRIPPED GEN RUN TRIPPED GEN RUN TRIPPED GEN RUN TRIPPED GEN RUN TRIPPED
AUTO READY TO AUTO READY TO AUTO READY TO AUTO READY TO AUTO READY TO AUTO READY TO
STANDBY START STANDBY START STANDBY START STANDBY START STANDBY START STANDBY START
COLOR PLATE SPECIFICATION

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Bu Samra Machinery Operating Manual

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 1 of 22

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 2 of 22

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 3 of 22

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 4 of 22

Zone 2 1.7 To Change Main Plant from Full away to Manoeuvring

• A history of updates is maintained;

UK 2.0a Engine Room Double Bottom Tanks Dec 2009

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 5 of 22

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 6 of 22

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 7 of 22

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 8 of 22

Cargo and Machinery Symbols and Colour Scheme

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 9 of 22

Electrical and Instrumentation Symbols

6600V AC Making Contact

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 10 of 22

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 11 of 22

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 12 of 22

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 13 of 22

Lubricating Oil Separator Feed Pump Manufacturer: Kobelco

Lubricating Oil Separator

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 14 of 22

Bilge Separator Feed Pump Emergency Air Reservoir

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 15 of 22

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 16 of 22

Manufacturer: Global and Yuasa Battery Co., Ltd. Manufacturer: Hyundai

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 17 of 22

Refrigeration Plant Package Air Conditioning Units Sewage Discharge Pump

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 18 of 22

High Foam Water Pump

Valve Remote Control System

Fuel Oil Pump Unit

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 19 of 22

CARGO TANKS FRESH WATER TANKS SG: 1.000

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 20 of 22

DIESEL OIL TANKS SG: 0.900 MISCELLANEOUS TANKS

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 21 of 22

Issue: 1 - December 2009 IMO No: 9388833 Front Matter - Page 22 of 22

1.1 To Bring Vessel into a Live Condition

Start the fire main jockey pump to pressurise the 2.4.2

Ensure the engine room high expansion foam 4.5

Reset the preferential trips at the main switchboard. 2.13.8

Put the general service air system into operation. 2.10.2

Issue: 1 - December 2009 IMO No: 9388833 Section 1.1 - Page 1 of 1

Plant is in a Live Condition

Start the HFO supply and circulating pumps for 2.6.2

Start each of the main engines jacket CFW pumps 2.5.1

Maintain the standby generators in a warm 2.5.2

Switch the boiler over to automatic operation. 2.2.2

Start the HFO purifier system. 2.7.2

Issue: 1 - December 2009 IMO No: 9388833 Section 1.2 - Page 1 of 1

Plant is now in the ‘In Port’ Condition

Obtain clearance from the bridge and slow turn 2.1.3

Ensure that all standby pumps are switched for

Prepare the deck mooring winches and capstans Cargo

Sufficient diesel generators to match electrical 2.12.1

Issue: 1 - December 2009 IMO No: 9388833 Section 1.3 - Page 1 of 1

Plant is in the Manoeuvring Condition

Put the steam dump system into operation. 2.2.4

When clear of coastal waters, start the fresh water 2.4.3

Ensure the auxiliary boilers cut-out as the 2.2.2

Plant is now Full Away on Bridge Control

Issue: 1 - December 2009 IMO No: 9388833 Section 1.4 - Page 1 of 1