Machinery (1) Desbloqueado

Maersk Radiant Machinery Operating Manual
List of Contents Illustrations Illustrations

Issue and Updates 2.2.1a AQ18 Auxiliary Boiler 2.6a Viscosity - Temperature Graph
2.2.1b Firing Rate 2.6.1a Main Engine Fuel Oil Service System
Machinery Symbols and Colour Scheme
2.2.2a Boiler Control Panel 2.6.2a Generator Engine Fuel Oil Service System
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Electrical and Instrumentation Symbols 2.2.2b Boiler Air/Oil Combustion Control Panel 2.6.3a Auxiliary Boiler Fuel Oil Service System
Principal Machinery Particulars 2.2.3a Sootblowing 2.6.4a Incinerator Fuel Oil Service System
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2.2.4a Low Pressure Steam System
Introduction 2.2.5a Exhaust Gas Boiler - Type AQ2 2.7 Fuel Oil and Diesel Oil Transfer Systems
2.7.1 Fuel Oil and Diesel Oil Bunkering and Transfer System
Part 1: Operational Overview 2.3 Condensate and Feed Systems 2.7.2 Fuel Oil and Diesel Oil Separating System
1.1 To Bring Vessel into Live Condition 2.3.1 Condensate System
Illustrations
2.3.2 Heating Drains Systems
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1.2 To Prepare Main Plant for ‘In Port’ Condition 2.3.3 Boiler Feed System 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
2.7.1b Fuel Oil Transfer Using the Diesel Oil Transfer Pump
1.3 To Prepare Main Plant for Manoeuvring in Port Illustrations
2.7.1c Diesel Oil Transfer Using the Diesel Oil Transfer Pump
1.4 To Change Main Plant from Manoeuvring to Full Away 2.3.2a Heating Drains System 2.7.2a Fuel Oil and Diesel Oil Separating System
2.3.2b Heating Drains Bypassing the Atmospheric Condenser 2.7.2b Fuel Oil Separator Control Panel EPC-50
15 To Prepare for UMS Operation
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2.3.3a Boiler Feed Water System
1.6 To Change from UMS to Manned Operation 2.8 Lubricating Oil Systems
2.4 Sea Water Systems 2 8.1 Main Engine Lubricating Oil System
1.7 To Change Main Plant from Full Away to Manoeuvring Condition
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2.4 1 Main and Auxiliary Sea Water Systems 2.8.2 Stern Tube Lubricating Oil System
1.8 To Secure Main Plant at Finished with Engines 2.4.2 Sea Water Service System 2.8.3 Lubricating Oil Purifying System
2.4.3 Engine Room Ballast System 2.8.4 Lubricating Oil Filling and Transfer System
1.9 To Secure Plant for Dry Dock 2.4.4 Fresh Water Generator, Distilled Water Transfer and
Illustrations
Distribution
Illustrations 2.8.1a Main Engine Lubricating Oil System
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Illustrations
2.8.2a Stern Tube Lubricating Oil System
1.1a Location Plan of Engine Room - Top of Tank and Floor 2.4.1a Main and Auxiliary Sea Water Systems 2.8.3a Lubricating Oil Purifying System
1.1b Location Plan of Engine Room - Upper and Lower Platforms 2.4.1b Backflushing a Central Cooler
Part 2: Main Engine and Auxiliary Systems
2.1 Main Engine and Propulsion Systems

tr 2.4.2a
2.4.3a
2.4.4a
Auxiliary Sea Water System
Engine Room Ballast System
Fresh Water Generator 2.9
2.8.3b
2.8.4a
Lubricating Oil Purifier Control Panel EPC-41
Lubricating Oil Filling and Transfer System
Bilge Systems
on
2.4.4b Distilled Water Transfer and Distribution System 2.9.1 Engine Room Bilge System and Bilge Separator
2.1.1 Main Engine Specification
2.1.2 Main Engine Manoeuvring Control 2.9.2 Ballast Pump Room Bilge and Bosun’s Store, Chain Locker
2.5 Fresh Water Cooling Systems Bilge System
2.1.3 Main Engine Safety System
2.5.1 Main Engine Jacket (HT) Fresh Water Cooling System
Illustrations Illustrations
2.5.2 Central (LT) Fresh Water Cooling System
2.1.1a Main Engine Piston Cooling Flow Path 2.9.1a Engine Room Bilge System
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Illustrations
2.1.1b Oil Mist Detector 2.9.1b Air Cooler Drain Pump
2.5.1a High Temperature Fresh Water Cooling System 2.9.2a Pump Room, Bosun’s Store, Chain Locker and Bow Thruster
2.1.2a Main Engine Manoeuvring Control Panel
2.5.2a Central Fresh Water Cooling System Room Bilge System
2.1.2b Indication Panels
2.1.3a Engine Safety System Panel
2.6 Fuel Oil and Diesel Oil Service Systems 2.10 Air Systems
2.6.1 Main Engine Fuel Oil Service System 2.10.1 Starting Air System
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2.2 Boilers and Steam Systems

2.2.1 General Description 2.6.2 Generator Engine Fuel Oil Service System 2.10.2 Working Air System
2.2.2 Boiler Control System 2.6.3 Auxiliary Boiler Fuel Oil Service System 2.10.3 Control Air System
2.2.3 Sootblowers 2.6.4 Incinerator Fuel Oil Service System
Illustrations
2.2.4 Low Pressure Steam System
2.10.1a Starting Air System
2.2.5 Exhaust Gas Boiler
Final Draft No.1. July 2008 Front Matter - Page 1 of 12

2.10.1b Main Air Compressor Control Panel Illustrations 4.2a CO2 Flooding System
2.10.2a Working Air System 4.3a Quick-Closing and Remote Closing Valve System
2.14.1a Domestic Fresh Water System
2.10.3a Control Air System 4.4a Fresh Water Spray Extinguishing System
2.14.2a Domestic Refrigeration Plant System
2.14.2b Domestic Refrigeration Controller
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2.11 Steering Gear Part 5: Emergency Procedures
2.14.3a Accommodation Air Conditioning Plan
Illustrations 2.14.3b Air Conditioning Controller
5.1 Flooding in Engine Room
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2.14.5a Sewage Treatment System
2.11a Steering Gear Flow Lines 5.2 Emergency Operation of the Main Engine
2.14.5b Sewage Treatment Tank
` 2.14.6a Garbage Management Plan 5.3 Emergency Steering
2.12 Electrical Power Generators 5.4 Emergency Fire Pump
2.14.6b Incinerator E300 Control Panel
2.12.1 Diesel Generators 5.5 Fire in the Engine Room
2.12.2 Emergency Diesel Generator 5.6 Escape System and Fire Doors
2.15 Inert Gas Generator
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Illustrations 2.15.1 Inert Gas Generator 5.7 Fire Alarms
2.15.2 Operation 5.8 Fire Fighting Equipment in the Engine Room
2.12.2a Emergency Diesel Generator - Control Panel
Illustrations
2.13 Electrical Power Distribution Illustrations
2.15.1a Inert Gas Generator in Engine Room
2.13.1 Electrical Equipment Overview
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2.15.2a Inert Gas Generator Control Panels No.2 and No.3 5.1a Emergency Bilge Suction
2.13.2 Main Switchboard and Generator Operation 5.2a Emergency Operation of Main Engine
2.15.2b Inert Gas Generator Control Capacity Panel
2.13.3 Emergency Switchboard and Generator Operation 5.4a Emergency Fire Pump Connection
2.15.2c ECR Inert Gas Panel
2.13.4 Electrical Distribution
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5.6a Lifesaving Equipment, Escape System and Fire Doors in
2.13.5 Shore Power Engine Room
2.13.6 Main Alternators Part 3: Main Machinery Control
5.7a Fire Alarm System in Engine Room
2.13.7 Emergency Alternator 5.8a Fire Fighting Equipment in the Engine Room
2.13.8 Preferential Tripping and Sequential Restart 3.1 Integrated Management System
2.13.9 UPS and Battery Systems 3.1.1 System Overview
Part 6: Communications
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2.13.10 Cathodic Protection System 3.1.2 Operator Stations
2.13.11 Thruster 3.1.3 Screen Displays
3.1.4 Alarm Display 6.1 Communication Systems
Illustrations 6.1.1 UMS 2100 System
2.13.1a Main Electrical Network
2.13.2a Generator and Synchronising Panels
2.13.3a Emergency Switchboard Panels 3.2 tr 3.1.5 Trending
3.1.6 UMS - Manned Handover
Engine Control Room, Console and Panels

6.1.2 Sound Powered Telephones
6.1.3 Exchange Telephones
6.1.4 Public Address and Talkback System
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6.1.5 Shipboard Management System
2.13.4a Main 440V and 220V Distribution
Illustrations
2.13.4b Emergency 440V and 220V Distribution
3.1.1a Integrated Management System Layout Illustrations
2.13.5a Shore Power
3.1.2a Operator Stations 6.1.1a UMS 2100 System Layout
2.13.6a Main Alternator
3.1.5a Trending Display 6.1.1b UMS 2100 Operator Panels
2.13.9a Battery Charge/Discharge Panel
3.2a Engine Control Room Console 6.1.2a Sound Powered Telephone System
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2.13.10a Cathodic Protection System

6.1.3a Exchange Telephones
2.13.11a Thruster
Part 4: Emergency Systems
2.14 Accommodation Systems
2.14.1 Domestic Fresh Water System 4.1 Fire Hydrant System
2.14.2 Domestic Refrigeration System 4.2 CO2 Flooding System
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2.14.3 Accommodation Air Conditioning Plant 4.3 Quick-Closing Valve System, Fire Dampers and Emergency Stops
2.14.4 Miscellaneous Air Conditioning Units 4.4 Fresh Water Mist Extinguishing System
2.14.5 Sewage Treatment System
2.14.6 Garbage Disposal and Incinerator Illustrations
4.1a Engine Room Fire Hydrant System
4.1b Fire Hydrant System - Deck

Issue and Update Control This manual was produced by: Item Final Draft 1 Final Draft 2 Final Draft 3
2.1.3 Main Engine Safety System July 2008
This manual is provided with a system of issue and update control. Controlling
WORLDWIDE MARINE TECHNOLOGY LTD. Illustrations
documents ensures that: 2.1.1a Main Engine Piston Cooling Flow July 2008
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Path
• Documents conform to a standard format; For any new issue or update contact: 2.1.1b Oil Mist Detector July 2008
2.1.2a Main Engine Manoeuvring Control July 2008
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Panel
• Amendments are carried out by relevant personnel; The Technical Director
2.1.2b Indication Panels July 2008
WMT Technical Office
2.1.3a Engine Safety System Panel July 2008
Dee House
• Each document or update to a document is approved before Text
issue; Zone 2, Deeside Industrial Park
Deeside, Flintshire 2.2 Boilers and Steam Systems July 2008
CH5 2NS, UK 2.2.1 General Description July 2008
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• A history of updates is maintained; 2.2.2 Boiler Control System July 2008
E-Mail: manuals@wmtmarine.com 2.2.3 Sootblowers July 2008

• Updates are issued to all registered holders of documents; 2.2.4 Low Pressure Steam System July 2008
2.2.5 Exhaust Gas Boiler July 2008
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• Sections are removed from circulation when obsolete. Illustrations
2.2.1a AQ18 Auxiliary Boiler July 2008
Document control is achieved by the use of the footer provided on every page Item Final Draft 1 Final Draft 2 Final Draft 3 2.2.2a Boiler Control Panel July 2008
and the issue and update table below.
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List of Contents July 2008 2.2.2b Boiler Air/Oil Combustion Control July 2008
Issue and Updates July 2008 Panel
In the right hand corner of each footer are details of the pages section number 2.2.3a Sootblowing July 2008
Machinery Symbols and Colour Scheme July 2008
and title followed by the page number of the section. In the left hand corner of 2.2.4a Low Pressure Steam System July 2008
Electrical and Instrumentation Symbols July 2008
each footer is the issue number.
Principal Machinery Particulars July 2008 2.2.5a Exhaust Gas Boiler - Type AQ2 July 2008
Details of each section are given in the first column of the issue and update Text
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Introduction July 2008
control table. The table thus forms a matrix into which the dates of issue of the 1.1 To Bring Vessel into Live Condition July 2008 2.3 Condensate and Feed Systems July 2008
original document and any subsequent updated sections are located. 1.2 To Prepare Main Plant for ‘In Port’ July 2008 2.3.1 Condensate System July 2008
Condition 2.3.2 Heating Drains Systems July 2008
The information and guidance contained herein is produced for the assistance of
certificated officers who by virtue of such certification are deemed competent
to operate the vessel to which such information and guidance refers. Any tr
1.3
1.4
To Prepare Main
Manoeuvring in Port
To Change Main Plant
Manoeuvring to Full Away
Plant for
from
July 2008
July 2008
2.3.3 Boiler Feed System
Illustrations
2.3.2a Heating Drains System
July 2008
July 2008
on
conflict arising between the information and guidance provided herein and 2.3.2b Heating Drains Bypassing the July 2008
15 To Prepare for UMS Operation July 2008
the professional judgement of such competent officers must be immediately Atmospheric Condenser
1.6 To Change from UMS to Manned July 2008
resolved by reference to Maersk Technical Operations Office. Operation
2.3.3a Boiler Feed Water System July 2008
Text
1.7 To Change Main Plant from Full July 2008
Away to Manoeuvring Condition 2.4 Sea Water Systems July 2008
1.8 To Secure Main Plant at Finished July 2008 2.4 1 Main and Auxiliary Sea Water July 2008
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with Engines Systems

1.9 To Secure Plant for Dry Dock July 2008 2.4.2 Sea Water Service System July 2008
Illustrations 2.4.3 Engine Room Ballast System July 2008
1.1a Location Plan of Engine Room - Top July 2008 2.4.4 Evaporator and Distilled Water July 2008
of Tank and Floor Transfer and Distribution
1.1b Location Plan of Engine Room - July 2008 Illustrations
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Upper and Lower Platforms 2.4.1a Main and Auxiliary Sea Water July 2008
Text Systems
2.1 Main Engine and Propulsion July 2008 2.4.1b Backflushing a Central Cooler July 2008
Systems 2.4.2a Auxiliary Sea Water System July 2008
2.1.1 Main Engine Specification July 2008 2.4.3a Engine Room Ballast System July 2008
2.1.2 Main Engine Manoeuvring Control July 2008 2.4.4a Evaporator July 2008

Item Final Draft 1 Final Draft 2 Final Draft 3 Item Final Draft 1 Final Draft 2 Final Draft 3 Item Final Draft 1 Final Draft 2 Final Draft 3
2.4.4b Distilled Water Transfer and July 2008 2.8.2 Stern Tube Lubricating Oil System July 2008 2.13.2 Main Switchboard and Generator July 2008
Distribution System 2.8.3 Lubricating Oil Purifying System July 2008 Operation
Text 2.8.4 Lubricating Oil Filling and Transfer July 2008 2.13.3 Emergency Switchboard and July 2008
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2.5 Fresh Water Cooling Systems July 2008 System Generator Operation
2.5.1 Main Engine Jacket (HT) Fresh July 2008 Illustrations 2.13.4 Electrical Distribution July 2008
Water Cooling System 2.8.1a Main Engine Lubricating Oil System July 2008 2.13.5 Shore Power July 2008
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2.5.2 Central (LT) Fresh Water Cooling July 2008 2.8.2a Stern Tube Lubricating Oil System July 2008 2.13.6 Main Alternators July 2008
System 2.13.7 Emergency Alternator July 2008
2.8.3a Lubricating Oil Purifying System July 2008
Illustrations 2.13.8 Preferential Tripping and Sequential July 2008
2.8.3b Lubricating Oil Purifier Control July 2008
2.5.1a High Temperature Fresh Water July 2008 Panel EPC-41 Restart
Cooling System 2.13.9 UPS and Battery Systems July 2008
2.8.4a Lubricating Oil Transfer System July 2008
2.5.2a Central Fresh Water Cooling System July 2008 2.13.10 Cathodic Protection System July 2008
Text
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Text 2.13.11 Thruster July 2008
2.9 Bilge Systems July 2008
2.6 Fuel Oil and Diesel Oil Service July 2008 Illustrations
Systems 2.9.1 Engine Room Bilge System and July 2008
Bilge Separator 2.13.1a Main Electrical Network July 2008
2.6.1 Main Engine Fuel Oil Service July 2008
System 2.9.2 Ballast Pump Room Bilge and July 2008 2.13.2a Generator and Synchronising Panels July 2008
Bosun’s Store, Chain Locker Bilge 2.13.3a Emergency Switchboard July 2008
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2.6.2 Generator Engine Fuel Oil Service July 2008 System
System 2.13.4a Main 440V and 220V Distribution July 2008
Illustrations
2.6.3 Auxiliary Boiler Fuel Oil Service July 2008 2.13.4b Emergency 440V and 220V July 2008
System 2.9.1a Engine Room Bilge System July 2008 Distribution
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2.6.4 Incinerator Fuel Oil Service System July 2008 2.9.1b Air Cooler Drain Pump July 2008 2.13.5a Shore Power July 2008
Illustrations 2.9.2a Pump Room, Bosun’s Store, Chain July 2008 2.13.6a Main Alternator July 2008
Locker and Bow Thruster Room
2.6a Viscosity - Temperature Graph July 2008 Bilge System 2.13.9a Battery Charge/Discharge Panel July 2008
2.6.1a Main Engine Fuel Oil Service July 2008 Text 2.13.10a Cathodic Protection System July 2008
System
2.10 Air Systems July 2008 2.13.11a Thruster July 2008
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2.6.2a Generator Engine Fuel Oil Service July 2008
System 2.10.1 Starting Air System July 2008 Text
2.6.3a Auxiliary Boiler Fuel Oil Service July 2008 2.10.2 Working Air System July 2008 2.14 Accommodation Systems July 2008
System 2.10.3 Control Air System July 2008 2.14.1 Domestic Fresh Water System July 2008
2.6.4a
Text
2.7
Incinerator Fuel Oil Service System
Fuel Oil and Diesel Oil Transfer

Systems
July 2008
July 2008
tr
Illustrations
2.10.1a
2.10.2a
Starting Air System
Working Air System
July 2008
July 2008
2.14.2
2.14.3
2.14.4
Domestic Refrigeration System
Accommodation Air Conditioning
Plant
Miscellaneous Air Conditioning
July 2008
July 2008
July 2008
on
2.10.2b Main Air Compressor Control Panel July 2008 Units
2.7.1 Fuel Oil and Diesel Oil Bunkering July 2008
and Transfer System 2.10.3a Control Air System July 2008 2.14.5 Sewage Treatment System July 2008
2.7.2 Fuel Oil and Diesel Oil Purifying July 2008 Text 2.14.6 Garbage Disposal and Incinerator July 2008
System 2.11 Steering Gear July 2008 Illustrations
Illustrations Illustrations 2.14.1a Domestic Fresh Water System July 2008
2.7.1a Fuel Oil and Diesel Oil Bunkering July 2008 2.11a Steering Gear Flow Lines July 2008 2.14.2a Domestic Refrigeration Plant July 2008
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and Transfer System Text System

2.7.1b Fuel Oil Transfer Using the Diesel July 2008 2.12 Electrical Power Generators July 2008 2.14.2b Domestic Fresh Refrigeration July 2008
Oil Transfer Pump Controller
2.12.1 Diesel Generators July 2008
2.7.1c Diesel Oil Transfer Using the Diesel July 2008 2.14.3a Accommodation Air Conditioning July 2008
Oil Transfer Pump 2.12.2 Emergency Diesel Generator July 2008
Plant
2.7.2a Fuel Oil and Diesel Oil Purifying July 2008 Illustrations
2.14.3b Air Conditioning Controller July 2008
System
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2.12.2a Emergency Diesel Generator Control July 2008

Panel 2.14.5a Sewage Treatment System July 2008
2.7.2b Fuel Oil Separator Control Panel July 2008
EPC-50 Text 2.14.5b Sewage Treatment Tank July 2008
Text 2.13 Electrical Power Distribution July 2008 2.14.6a Garbage Management Plan July 2008
2.8 Lubricating Oil Systems July 2008 2.13.1 Electrical Equipment Overview July 2008 2.14.6b Incinerator E300 Control Panel July 2008
2 8.1 Main Engine Lubricating Oil System July 2008

Item Final Draft 1 Final Draft 2 Final Draft 3 Item Final Draft 1 Final Draft 2 Final Draft 3
Text 5.5 Fire in the Engine Room July 2008
2.15 Inert Gas Generator July 2008 5.6 Escape System and Fire Doors July 2008
2.15.1 Inert Gas Generator July 2008 5.7 Fire Alarms July 2008
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2.15.2 Operation July 2008 5.8 Fire Fighting Equipment in the July 2008
Illustrations Engine Room
Illustrations
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2.15.1a Inert Gas Generator in Engine Room July 2008
2.15.2a Inert Gas Generator Control Panels July 2008 5.1a Emergency Bilge Suction July 2008
No.2 and No.3 5.2a Emergency Operation of Main July 2008
2.15.2b Inert Gas Generator Capacity Control July 2008 Engine
Panel 5.6a Lifesaving Equipment, Escape July 2008
2.15.2c ECR Inert Gas Panel July 2008 System and Fire Doors in Engine
Room
Text
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5.7a Fire Alarm System in Engine Room July 2008
3.1 Integrated Management System July 2008
5.8a Fire Fighting Equipment in the July 2008
3.1.1 System Overview July 2008 Engine Room
3.1.2 Operator Stations July 2008 Text
3.1.3 Screen Displays July 2008 6.1 Communication Systems July 2008
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3.1.4 Alarms Display July 2008 6.1.1 UMS 2100 System July 2008
3.1.5 Trending July 2008 6.1.2 Sound Powered Telephones July 2008
3.1.6 UMS - Manned Handover July 2008 6.1.3 Exchange Telephones July 2008
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Text 6.1.4 Public Address and Talkback System July 2008
3.2 Engine Control Room, Console and July 2008 6.1.5 Shipboard Management System July 2008
Panels
Illustrations
Illustrations
6.1.1a UMS 2100 System Layout July 2008
3.1.1a Integrated Management System July 2008
Layout 6.1.1b UMS 2100 Operator Panels July 2008
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3.1.2a Operator Stations July 2008 6.1.2a Sound Powered Telephone System July 2008
3.1.5a Trending Display July 2008 6.1.3a Exchange Telephones July 2008
3.2a Engine Control Room Console July 2008

Text
4.1
4.2
Fire Hydrant System
CO2 Flooding System
July 2008
July 2008
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on
4.3 Quick-Closing Valve System, Fire July 2008
Dampers and Emergency Stops
4.4 Fresh Water Mist Extinguishing July 2008
System
Illustrations
4.1a Engine Room Fire Hydrant System July 2008
4.1b Fire Hydrant System - Deck July 2008
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4.2a CO2 Flooding System July 2008

4.3a Quick-Closing and Remote Closing July 2008
Valve System
4.4a Fresh Water Spray Extinguishing July 2008
System
Text
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5.1 Flooding in Engine Room July 2008

5.2 Emergency Operation of the Main July 2008
Engine
5.3 Emergency Steering July 2008
5.4 Emergency Fire Pump July 2008

Machinery Symbols and Colour Scheme
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Stop Valve Storm Valve With Hand Wheel Flexible Hose Observation Glass Overboard Discharge
Screw Down Non-Return
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Flow Control Valve Expansion Bend Pipe Water Separator Spool Piece
Valve
Domestic Fresh Water
P1 P2
Angle Stop Valve Pressure Reducing Valve Hopper Without Cover Air Trap / Deaerating Valve Discharge/Drain H.T. Cooling Water
Normally Open L.T. Cooling Water

Angle Screw Down Non- Gear or Screw Type Pump N.O or N.C or
Solenoid Valve Orifice
Return Valve
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Normally Closed Sea Water
Air Control
Lift Check Non-Return Valve Blind (Blank) Flange Centrifugal Pump Tank Penetration Hydraulic Oil
Valve
Swing Check Non-Return Temperature Control Spectacle Flange Lubricating Oil

Mono Screw Pump Air Horn
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Valve Valve (With Hand Wheel) ( Open, Shut)
3-Way Temperature Control Sounding Head with Dresser Type Saturated Steam
Gate Valve Eductor (Ejector)
Valve (With Hand Wheel) Filling Cap Expansion Joint
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Sounding Head with Self Condensate
Wax Expansion Temperature Not Connected
Butterfly Valve Closing Cap and Sampling Hand Pump
Control Valve Crossing Pipe
Cock (Self Closing) Feed Water
3-Way Wax Expansion Liquid Level Gauge

Ball Valve Suction Bell Mouth Connected Crossing Pipe
Temperature Control Valve
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Fire/Deck Water
2-Way Cock Water Transducer Vent Pipe Cylinder Piston Actuator T Pipe CO2
3-Way Cock (L-Type)

A Butterfly Valve With
Air Actuator
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Vent Pipe with
Flame Screen Hose Valve
Filter Regulating Valve
With Strainer
Fuel Oil
Marine Diesel Oil

on
3-Way Cock (T-Type) Suction Non-Return Valve Simplex Strainer Flow Meter Non-Return Ball Valve
Air
Safety / Relief Valve Float Valve Duplex Strainer Hydraulic Operated Valve Bilges
Reciprocating Type Pump
(Open/Shut)
M Electrical Signal
Motorised Valve
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Angle Safety / Relief Valve Deck Stand (Manual) Mud Box Manometer
Instrumentation
Regulating Valve Spark Arrester Rose Box Filter Vacuum Breaker
Ball Valve Incorporating a

Self Closing Valve Valve Locked Closed Y-Type Strainer HB Fire Hose Box Non Return Valve in the Body
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Quick-Closing Valve
Valve Locked Open Steam Trap Without Strainer FB Foam Box
(Pneumatic Operated)
Quick-Closing Valve Bellows Type

Steam Trap With Strainer Accumulator
(Wire Operated) Expansion Joint

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

VI Viscosity Indicator
VT Viscosity Transmitter
XS Auxiliary Unspecified Switch
ZI Position Indicator
ZS Limit Switch
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Principal Machinery Particulars
Machinery Electric Motor Starter

Ref Item Name Qty Maker Model/Type rpm Capacity Working Maker Model Volt Amp kW rpm Start Control Remote Emg’y
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No. Pressure Method Method Control Stop and
Pref Trip
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1 Main engine 1 MAN-B&W 5S50MC-Mark 6 127 7,150kW
2 Main engine turbocharger 1 Jiang Jin ABB VTR 564D-32 13,000
3 Main engine auxiliary blowers 2 Jinzhou JC53B/50 3530 1.45/2.79m3/s 5.6/3.2kg/cm2 NSDK NTIKK FCL5 440 59 35 3530 DOL Remote ECR
4 Steering gear 1 Kawasaki- FE21-064-T050 628kNm torque 23.5MPa Remote Bridge
Wuhan
5 Steering gear pumps 2 LV-060-410R10 1750 62 litres/min 23.5MPa Shanghai Y180M-4H-H 440 31.05 18.5 1775 DOL Remote Bridge
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6 Steering gear/rudder grease units 2 Yamashinaseiki GP20W-6 112 22cc/stroke 60 bar Chogoku FBK8.80M 440 1.2 0.4 1120 DOL Local
7 Bow thruster 1 Kamewa 1650K/BMS-CP ABB HXR400-LG4 440 1318 865 1787 Aut. Trans Remote Bridge
8 Bow thruster hydraulic pump 2 Kamewa Gear pump 8.1 litres/min 14MPa ABB M2AA100LA 440 5.0 2.6 1720 DOL Remote Bridge
9 Stern thruster 1 Kamewa 1650K/BMS-CP HXR400-LG4 440 1318 865 1787 Aut. Trans Remote Bridge
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10 Stern thruster hydraulic pump 2 Kamewa Gear pump 8.1 litres/min 14MPa ABB M2AA100LA 440 5.0 2.6 1720 DOL Remote Bridge
11 Stern tube LO pump 2 Allweiler SPF10R56G8.3W20 2m3/h 2.5 bar ABB UD0201/046947- 440 0.6 0.21 1650 DOL Local
044
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12 Forward stern tube seal 1 Japan Mar. Tec Stern Guard Mark II
13 Aft stern tube seal 1 Japan Mar. Tec Airguard 3-AS
14 Main generator sets 3 STX - MAN- 7L23/30H 720 967kW Hyundai HFJ6566-14K 450 1459 1137 720
B&W kVA
15 Emergency generator set 1 Sisu 634 DSBG 1800 140kW Stamford UC.M274F2 450 200 156 1800 Remote ECR
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kVA
16 Auxiliary boiler 1 Aalborg AQ18 18,000kg/h 9 bar
17 Exhaust gas boiler 1 Aalborg AQ2 900kg/h 9 bar
18
19
20
Sootblower
Main air receiver
Working air receiver
4
2
1
Aalborg
Jiu Jiang
Jiu Jiang tr 5.0m3
2.0m3
30kg/cm2
10kg/cm2
Remote Panel
on
21 Auxiliary air receiver 1 Jiu Jiang 0.25m3 30kg/cm2
22 Starting air compressor 3 Hamworthy V150 1770 150m3/h 30 bar ABB M2AA200MLA4 440 59 33 1770 DOL Automatic
23 Working air compressor 2 Tamrotor EMH21-8EANA 200m3/h 8.0kg/cm2 VEM K21R180 M4 N5 440 36.5 22 1755 DOL Automatic
AWS HB HW
24 Working air dryer 1 Ultrafilter MSD0225M 16kg/cm2 230
25 Control air dryer 1 Ultrafilter SD0225 225m3/h 16kg/cm2 230 0.69 Local
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26 Emergency air compressor 3 Hamworthy LT-22-30-KE 11m3/h 30kg/cm2 ABB M2AA100LB-4 440 6.6 3.5 1720 DOL Local
27 Main cooling sea water pumps 3 Shinko SVS250M 1750 300m3/h 2.5kg/cm2 NSDK NTIKK-FCT5 440 60 37 1750 DOL Auto ECR
28 Inert gas scrubber pump 1 Shinko RVP200M 1755 280m3/h 4.0kg/cm2 NSDK NTIKK-FCT5 440 88 55 1755 DOL L:ocal
29 Deck seal sea water pump 2 Shinko HJ40M 3450 3.0m3/h 2.5kg/cm2 NSDK NIK FCL5 440 2.8 1.5 3450 DOL Local
30 Bilge, ballast and fire pump 1 Shinko RVP200MS 1760 160/280m3/h 11/4.5kg/cm2 NSDK NTIKK-FCT5 440 171 110 1760 S/D Local ECR
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31 Main fire pump 1 Shinko RVP200MS 1760 160/280m3/h 11/4.5kg/cm2 NSDK NTIKK-FCT5 440 171 110 1760 S/D Local ECR
32 Fresh water evaporator 1 Alfa Laval JWP-26-C100 25m3/day
33 FW evaporator ejector pump 1 CNL 80-80/200 3480 70m3/h 4.2kg/cm2 Sever 1.BZK160 L-2 440 36 21.4 3480 DOL Local


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

70 LO transfer pump 1 Allweiler SNF80ER42U12.1-W1 81.5/82.8 l/m 3 bar Siemens ILA70904/AA91-Z 440 2.6 1.3 1713 DOL Local
3 2
71 Oily water separator 1 Blohm+Voss Turbulo TCS 5HD 5.0m /h 1.5kg/cm Local
72 Oily water separator pump 1 Blohm+Voss BV5.0A 5.0m3/h 3.3kg/cm2 Nord CE 440 3.45 1.75 1705 DOL Automatic


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Pref Trip
73 Engine room bilge pump 1 Blohm+Voss BV5.0 5.0m3/h 3.3kg/cm2 Nord CE 90 L/4 440 3.45 1.75 1705 DOL Local
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3 2
74 Air cooler condensate drain pump 1 Shinko GJ40-20MS 3.0m /h 3.5kg/cm NSDK NIK FCK5 440 6.5 3.7 3490 DOL Local
75 Sludge pump 1 Allweiler AE1E50-ID/111P01 780 83 litres/min 4.0kg/cm2 Bockwoldt CB 1-90L/4 440 3.65 1.5 785 DOL Local
76 Air ccooler chem. cleaning pump 1 Shinko AHJ50-2M 1.0m3/h 3.4kg/cm2 NSDK NIK FCK5 440 4.0 2.2 3450 DOL Local
77 Hydrophore tank 1 Jiu Jiang SH10210730-1 1000 litres 5.0kg/cm2
78 FW hydrophore pumps 2 Shinko VJ40M 3450 6.0m3/h 4.5kg/cm2 NSDK NIK FCK5 440 6.5 3.7 3490 DOL Local
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79 Calorifier 1 Nantong CSEMC 30kW 500 litres 6.0kg/cm2
80 Hot water circulating pump 1 Shinko HJ40M 3480 2.0m3/h 2.0kg/cm2 NSDK NIK FCL5 440 2.8 1.5 3450 DOL Local
81 Refrigeration plant 2 York Refigeration Bitzer - 4T - 12 - 2Y 1800 5.0kW 440 24 13.8 18 DOL Automatic
82 Air conditioning plant 2 York Refigeration Sabroe - SMC - 106 1474 188kW Leroy Somer LS - 5225 HR TC 440 85 52 1800 DOL Automatic
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83 Air conditioning plant AHU 2 York Refigeration ZCR - 13/8 In 165m3/m 200mmAq Chogoku FBK160M 440 18.6 11 1740 DOL Automatic
3/h
Out 145m 150mmAq Chogoku FBK132M 440 12.6 7.5 1740 DOL Automatic
84 Miscellaneous A/C units 2 Carrier Transcold 90MA308-621 440 DOL Automatic
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85 Air conditioning galley 1 York HIP5WDS 15000kcal/h 30mmAq 440 0.75 DOL Remote Galley
86 Sewage treatment plant 1 Lu Zhou- Super Trident ST3A 4.66m3/24 hours 440 10.5 5.3
Hamworthy KSE
Ltd
87 Sewage plant discharge pump 1 Hamworthy 8m3/h 1.8 bar WEG AL112M-2 440 7.6 4.4 3495 DOL Automatic
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3 2
88 Sewage plant air blower 2 Hamworthy/Pico DLT25-14 25/30m /h 0.6kg/cm 440 2.9 0.9 168 DOL Automatic
3
89 Inert gas generator 1 SMIT Gln3750 - 0.15FU 935-3750m /h
90
91
92
Incinerator
Incinerator dosing pump
Main boiler feed water pump
1
1
2
Teamtec
Mono
Grundfos
OGS-200
SB14R5/HMO
CR32-5-2-AFAE-
EUBE tr 350,000kcal
112.5 litres/h
24m3/h
2.75 bar
12kg/cm2
MEZ
Siemens
7AA71M04
ILA7164-2AA91-
ZUOC
440
440
0.43
23.5
1.04
15
1670
3540
DOL
DOL
Automatic
Remote Panel
on
93 Exhaust gas boiler feed water pump 2 Grundfos CR2-110-AFA-BUBE 2.0m3/h 13kg/cm2 Siemens 90LA2-24FT115-C 440 7.45 2.2 3440 DOL Remote Panel
94 Atmospheric condenser 1 CSSC Shell & tube
95 Boiler chemical dosing unit 4 LMI Milton Roy CEH943-N10P 0.45 litres/min 50kg/cm2 LMI Milton Roy 230 0.7 DOL Local
3
96 Emergency fire pump 1 Shinko RVP130MS 72m /h 9 bar NSDK NTIKK FCT5 440 66 40 1750 DOL Local
3 2
97 Water mist system supply pump 1 Shinko VJ40M 6m /h 4.5kg/cm NSDK NIK FCK5 440 6.4 3.7 3480 DOL Automatic
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2
98 HP water spray pump 1 Danfoss PAH 63/80 100 litres/min 90kg/cm Lonne 1ABC1864AA61.Z180L 440 42.5 25.3 1700 DOL Automatic
99 Hydraulic oil transfer pump 1 Per Gjerdrum KRAL CK15.2006H 3460 2.1m3/h 14 bar ATB YAP80/2B-11 440 2.7 1.32 3395 DOL Automatic
100 Hydraulic power pack pump 4 Framo/ A4VSO500DP/30R- 787 litres/min 260kg/cm2 ABB M2CA355LA4 440 595 380 1800 S/Delta Remote SCC
Brueninghaus PPH13NN00-S1068
Hydromatic
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101 Hydraulic power pack feed pump 2 Framo A28434-Irs 1745 260 litres/min 7 bar ABB M2AA160L214 440 21 10.6 1745 DOL Remote SCC
102 Charge air chemical cleaning pump 1 Shinko AHJ50-2M 1m3/h 3.4 bar NSDK NIKFCK5 440 4 2.2 3450 DOL Local
3/s
103 Galley exhaust 1 Novenco CNA-315R 2410 / 1.0/0.5m 928/242Pa AEG AMV90SZA4/2 440 4.0 / 1.9 / 3400 / DOL Local
1231 2.05 0.47 1740

Fan Electric Motor Starter

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104 Galley supply 1 Novenco ACW-250/160-4 3390 / 0.5/026m3/s 512/133Pa AEG AMV71NX4/2 440 1.5/0.9 0.65 / 3390 / DOL Local
1730 0.14 1730
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105 Hospital exhaust 1 Novenco K200L 2645 0.18m3/s 230Pa Within fan 230 0.18 2645 DOL Local
3
106 Dry provision exhaust 1 Novenco K200L 2645 0.14m /s 300Pa Within fan 230 0.18 2645 DOL Local
107 Foam room exhaust 1 Novenco ACW250/160-4 3320 0.3m3/s 441Pa AEG AM71KX2 440 1.05 0.44 3320 DOL Local
3
108 CO2 room exhaust 1 Novenco ACW250/160-4 3320 0.3m /s 441Pa AEG AM71KX2 440 1.05 0.44 3320 DOL Local
109 Steering gear room exhaust 1 Novenco ACW400/230-6 3420 2.4m3/s 555Pa AEG AM90KX2 440 6.3 3.6 3420 DOL Local
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3
110 Paint store exhaust 1 Novenco ACW315/1600-4 3360 0.3m /s 460Pa Loher DNGW-071BB02 440 1.45 0.66 3360 DOL Local
111 Ballast pump room exhaust 1 Novenco HGP-400/230-6 3420 1.7m3/s 740Pa Loher DNGW-90LD02 440 5.0 2.6 3420 DOL Remote CCR
3
112 Purifier room exhaust 1 Novenco CNB630R 975 2.92m /s 682Pa Loher DNGW-100LD04 440 7.4 3.6 1700 DOL Remote
113 Deck store exhaust 1 Novenco CNA250/R 2184 0.2m3/s 513Pa AEG AM71KX2 440 1.05 0.44 3320 DOL Local
3
114 Engine room supply 2 Novenco ACW900/380-12 1755 10m /s 748Pa AEG AM160MZA4 440 23 13 1755 DOL Remote ECR
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115 Engine room supply 2 Novenco ACW900/380-12 1755 10m3/s 748Pa AEG AM160MZA4 440 23 13 1755 DOL Remote ECR
3
116 Bow thruster room exhaust 1 Novenco ACW400/2300-6 3350 1.73m /s 538Pa Loher DNGW-090BB-02 440 3.45 1.8 3350 DOL Remote/
Auto
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117 IGS room supply 1 Novenco KV200M 2645 0.14m3/s 185Pa Within fan 230 0.18 2645 DOL Local
118 Welding platform exhaust 1 Novenco CNA-315/R 2090 0.9m3/h 683Pa AEG AM80NX2 440 2.7 1.3 3380 DOL Local
119 Bonded store exhaust 1 Novenco K-160XL 2610 0.07m3/s 90Pa Within fan 230 0.15 2610 DOL Local
120 Blower for inert gas 2 GTI Luchttechneck Chae 4-245 1.27m3/s 27000Pa Siemens 1LA6280-2AC90-Z 440 116 75 3575 DOL Remote IG Panel
121 Blower for main boiler 1 Barker Jorgensen 3/s
HN640-560 3600 5.5m 687mmAq Schorch BD725M-PB614-Z 440 98 63 3565 DOL Remote Boiler
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A/S Panel
123 Exhaust gas blower for incinerator 1 Nanjing Lozhou DN-300 2192 7000m3/h 1961Pa Dezhou Hengli Y132M-4-H 440 13.2 7.5 1750 DOL Remote Panel
124 Steering gear servo 2 Fuji electric 440 1 0.4 1725 DOL Remote Bridge
125
126
127
Camshaft LO cooler
Blower for incinerator
DO pump for inert gas generator
1
1
2
APV
Teamtec / Suntec
Danfoss
H17MG-10
HF 520-30K
KSN450R tr 8 bar
Fremo
Rotor
7AA71M02
5RN80M04K
440
440
1.32
1.55
0.63
0.63
3400
1665
DOL
DOL
Local
Local
on
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Introduction 1. Never continue to operate any machine or equipment which appears Part six deals with the ship’s internal communication systems.
to be potentially unsafe or dangerous and always report such a condition
immediately. The valves and fittings identifications used in this manual are the same as those
General used by the shipbuilder.
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2. Make a point of testing all safety equipment and devices regularly. Always
Although the ship is supplied with shipbuilder’s plans and manufacturer’s
test safety trips before starting any equipment.
instruction books, there is no single handbook which gives guidance on Illustrations
op
operating complete systems as installed on board, as distinct from individual All illustrations are referred to in the text and are located either in the text when
3. Never ignore any unusual or suspicious circumstances, no matter how trivial.
items of machinery. sufficiently small or above the text on a separate page, so that both the text and
Small symptoms often appear before a major failure occurs.
illustration are accessible when the manual is laid face up.
The purpose of this manual is to fill some of the gaps and to provide the ship’s
4. Never underestimate the fire hazard of petroleum products, especially fuel
officers with additional information not otherwise available on board. It is When text concerning an illustration covers several pages the illustration is
oil vapour.
intended to be used in conjunction with the other plans and instruction books duplicated above each page of text.
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already on board and in no way replaces or supersedes them.
5. Never start a machine remotely from the control room without checking
visually if the machine is able to operate satisfactorily. Where flows are detailed in an illustration these are shown in colour. A key of
Information pertinent to the operation of this vessel has been carefully collated
all colours and line styles used in an illustration is provided on the illustration.
in relation to the systems of the vessel and is presented in two on board
In the design of equipment and machinery, devices are included to ensure that, Details of colour coding used in the illustrations are given in the illustration
volumes consisting of DECK OPERATING MANUAL and MACHINERY
colour scheme.
d
OPERATING MANUAL. as far as possible, in the event of a fault occurring, whether on the part of the
equipment or the operator, the equipment concerned will cease to function
without danger to personnel or damage to the machine. If these safety devices Symbols given in the manual adhere to international standards and keys to the
The Deck Operating Manual and the Machinery Operating Manual are designed
symbols used throughout the manual are given on the symbols pages.
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to complement MARPOL 73/78, ISGOTT and Company Regulations. are neglected, the operation of any machine is potentially dangerous.
The vessel is constructed to comply with MARPOL 73/78. These regulations The contents of tanks in illustrations are given at 100% capacity.
Description
can be found in the Consolidated Edition, 1991 and in the Amendments dated
The concept of this Machinery Operating Manual is to provide information to
1992, 1994 and 1995. Notices
technically competent ship’s officers, unfamiliar to the vessel, in a form that is
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Officers should familiarise themselves with the contents of the International readily comprehensible and thereby aiding their understanding and knowledge
The following notices occur throughout this manual:
Convention for the Prevention of Pollution from Ships of the specific vessel. Special attention is drawn to emergency procedures and
fire fighting systems.
Particular attention is drawn to Appendix IV of MARPOL 73/78, the form of
Ballast Record Book. It is essential that a record of relevant ballast operations
are kept in the Ballast Record Book and duly signed by the officer in charge. tr
The manual consists of a number of parts and sections which describe the
systems and equipment fitted and their method of operation related to a
WARNING
Warnings are given to draw reader’s attention to operations where
DANGER TO LIFE OR LIMB MAY OCCUR.
on
schematic diagram where applicable.
In many cases the best operating practice can only be learned by experience. CAUTION
Where the information in this manual is found to be inadequate or incorrect, The first part of the manual details the machinery commissioning procedures Cautions are given to draw reader’s attention to operations where
details should be sent to the Maersk Technical Operations Office so that required to bring the vessel into varying states of readiness, from bringing the DAMAGE TO EQUIPMENT MAY OCCUR.
revisions may be made to manuals of other ships of the same class. vessel to a live condition through to securing plant for dry dock.
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The second part details ship’s systems, providing a technical description, system Note: Notes are given to draw reader’s attention to points of interest or to
Safe Operation capacities and ratings, control and alarm settings and operating details. supply supplementary information.
The safety of the ship depends on the care and attention of all on board. Most
safety precautions are a matter of common sense and good housekeeping Part three provides similar details for the vessel’s main machinery control
and are detailed in the various manuals available on board. However, records system.
show that even experienced operators sometimes neglect safety precautions
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through over-familiarity and the following basic rules must be remembered at Part four details the emergency fire fighting system incorporated on the vessel,
all times. providing information on their operation and system capacities.
Part five gives operational emergency procedures for the use of essential
machinery.

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Part 1
Operational Overview
Illustration 1.1a Location Plan of Engine Room - Top of Tank and Floor
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Floor
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High Sea Chest Open Void Area
Main Fire Pump
Air Cooler No.2 HFO Top of Tank
Water Drain Tank (Port)
Fire, Ballast Tank Pump
& Bilge Pump HFO Transfer Pump
C
CJC Filters for Oily Water LO Sludge Tank
Oily Water Separator
Separator
Bilge FO Sludge
Stuffing Box CJC Filter Tank Bilge Well
Pump High Sea Chest
Camshaft LO
d
Pumps & Cooler No.1 HFO Air Cooler Drain
Generator Engine Tank (Port) Tank
LO Purifier Feed Pump
Part of No.6 WBT
Auxiliary Boiler Feed Pumps Purifier Tank Port
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Room
Exhaust Gas Boiler Stern
Feed Pumps UP Thruster Bilge Well
UP MDO Transfer Pump Clean Bilge
FO
Main LO Pumps Water Tank Overflow FO Drain
Tank Tank
Hydraulic Oil Bilge Well
Ballast
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Storage Tank
Main Engine Sea Chest
Ballast Pump Room LO Sump Tank Ballast Pump

Stern Tube LO
Circulating Pumps Room
Stern Thruster
Thruster Power Pack tr

UP
Sludge Pump
Deck Seal Pumps

Low Sea Chest
FW Generator
Dirty Bilge
Water Tank Bilge Well
Bilge Well
Echo
Sounding Tank
on
Exit UP
Ejector Pump
Cofferdam
Central
FW Coolers Part of No.6 WBT
Stern Thruster Cabinet Tank Starboard
No.1 HFO
No.1 LO Purifier Tank (Starboard)
Feed Pump
Low Sea Chest
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No.2 LO Purifier
Feed Pump Inert Gas Bilge Well
Scrubber
Open Void Area
Pump
Main SW Pumps
LO Transfer
Pump Air Cooler
Cleaning Pump No.2 HFO
Tank (Starboard)
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Final Draft No.1. July 2008 Section 1 - Page 1 of 12

Illustration 1.1b Location Plan of Engine Room - Upper and Lower Platforms
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Lower Platform
Upper Platform
Boiler Fuel Oil Pump
Observation Tank
Boiler Fuel Oil Heater
Sewage
Cascade/Filter Tank Treatment
HFO Settling Tank DO Service Plant DO Service
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Tank Atmospheric Condenser Tank
DO Storage DO Storage
Tank Shelves Tank
No.1 HFO
Tank (Port)
Generator Engine
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No.1 HFO MDO Supply Pump
Boiler HFO
Electric Tank (Port) Settling
Water Workshop Control Room FO Preparation
Tank Tank
No.2 HFO Store Room Unit
Incinerator
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MDO Tank Tank (Port) HFO No.2 HFO
Service Tank (Port)
W.C
HFO Service Tank Tank
UP
DN UP UP Hydraulic Storage
Tank
Framo Hydraulic
Auxiliary
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Power Pack
UP
Boiler
Emergency Sea
Incinerator
Suction Valve Actuators
Galley AC CFW Generator UP
Booster Pump
IGS CFW Pump
Stern Thruster
Header Tank
UP
tr
Workshop
Ballast
Pump Room
Engines UP
UP
B&W 5S50MC
UP
Ballast Pump Room
Hydraulic Pump Room

Cargo Valve Hydraulic
on
Hydraulic Oil Generator Engine Power Pack
UP UP DN
Exit Store Tank Air Receiver HFO Minor Tank
DN
Calorifier
Waste Oil Cyl. Oil HFO Minor
LT CFW Pumps
Tank
Fridge Tank Service Tank
Compressors HFO Minor
Tank No.1 HFO
Hydrophore A/C Compressor
Tank (Starboard)
Tank No.1 HFO
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Tank (Starboard) No.2

Control Air Dryer HFO
Generator Engine Tank (Starboard)
Air Dryer LO Service
Tank
Working Air Receiver LO Auto Filter Starting Air
Working Air Receivers
Compressors Jacket Water Preheater
No.1
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Main Engine LO Generator Engine No.2 HFO Main Engine LO Cooler

Emergency Compressor Storage Tank LO Storage Tank Cylinder Oil
Tank (Starboard) FW Generator
Store Tank
Main Engine LO Settling Tank Cylinder Oil No.2 Cylinder HT CFW Pumps
Transfer Pump Oil Store Tank
Water Mist Supply Pump Starting Air Compressors
Water Mist HP Unit
Rehardening Filter

Part 1:Operational Overview

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

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

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

Place the emergency generator on standby.
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Supply power to emergency switchboard from MSB.
2.13.1
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Restore emergency switchboard services.
Isolate sequential restart system.

All ancillary equipment set to manual to avoid
Prepare the SW cooling system. 2.4.2
low pressure automatic start. 2.13
Start the duty SW cooling water pump.
Supply emergency 440V switchboard. 2.13.5
Reset the preference trips.
Supply emergency 220V switchboard.
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Start the engine room and accommodation
Start the emergency air compressor and top up
the emergency air reservoir if required.
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2.10.1 ventilation fans. Start the air conditioning system.
2.14.3
on
Ensure the CO2 and water mist systems are 4.2
Start a generator engine LO priming pump. 2.12.1 ready for use. 4.4
Start the generator engine DO supply pump. 2.6.2

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

From Previous Page
Put the domestic FW system into operation. 2.14.1
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Put the refrigeration system into operation. 2.14.2
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Put the starting and working air systems into 2.10.1
operation. 2.10.2
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Pump any bilges to the dirty bilge tank as required. 2.9.1
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Put all ancillary equipment on standby.
Restore the sequential restart system.
Put the remaining diesel generators on standby.
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One diesel generator in use with the other diesel
generators on standby.
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The emergency generator is on standby.

The boiler and steam system is shut down.
The SW and CFW systems are in use.
The domestic services are in use.
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1.2 To Prepare Main Plant For 'In Port' Condition
PLANT IS IN LIVE CONDITION
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One diesel generator in use with the other diesel
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.generators on standby
The emergency generator is on standby. Supply steam to the main engine HFO heater.
The boiler and steam systems are shut down. Start the main HFO supply and circulating pumps.
The SW and CFW systems are in use. 2.6.1
. controller.
Start the viscosity
The domestic services are in use. Circulate HFO until the MDO has been expelled.
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Prepare and flash up the auxiliary boiler, using
2.2.1 Maintain the standby generators in a warm
diesel oil and air atomising.
condition.
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Start a boiler feed water pump.
2.3.3
Line up the distilled water make-up system.
PLANT IN 'IN PORT' CONDITION
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Supply steam to the steam system. 2.2.4
One diesel generator is in use with the other diesel
generators on standby.
Supply steam to the HFO tanks and trace heating.
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The boiler and steam systems are in use.
Supply steam to the boiler FO heaters. 2.2.4 The diesel generator isrunning on HFO.
Start the boiler duty FO pump and circulate fuel. The main engine JCW system is in a warm condition.
The main engine is being circulated with hot HFO.
atomising steam. tr
Change the boiler to operate on HFO and
2.2.1
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Put the boiler on automatic operation. 2.2.2
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Run up the HFO purifier system. 2.7.2
Change diesel generator to run on HFO 2.6.2

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Start the duty main engine jacket CFW pump.

2.5.1
Supply steam to the jacket CFW heater.

1.3 To Prepare Main Plant For Manoeuvring In Port
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One diesel generator in use,
the other diesel generators on standby. Put the auxiliary blowers to AUTO. 2.1.1
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The diesel generator is running on HFO.
The main engine JCW systems in a warm condition. Obtain clearance from the bridge, turn the main
2.1.1
The main engine is being circulated with hot HFO engine over on starting air from local control stand.
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Start the LO purifier systems. 2.8.3 Close the indicator cocks.
From the local control stand turn the main engine
until it fires in the ahead direction only. 2.3
Close the turbocharger drains.
Start the duty main engine LO pump, place the
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2.8.1
other pump on standby, heat the sump if necessary.
Change control to the engine control room. 2.1.2
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Start the duty camshaft LO pump, place the
2.8.1
other pump on standby.
Change control to bridge control. 2.1.2

Ensure that the cylinder oil measuring tank is full. 2.8.1
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Check the bridge and engine room clocks and
Start the remaining diesel generators and connect 2.1.2
2.12.1 communications.
to the main switchboard.
Start both steering gear motors. tr Ensure all standby pumps are on auto. 3.1.7
on
2.11
Carry out the steering gear tests.
PLANT IN 'MANOEUVRING' CONDITION

Obtain clearance from the bridge and turn the
engine two or three revolutions while manually
2.1.1
operating the cylinder oil pumps.
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Take out the turning gear. Three diesel generators are in use.
The emergency generator ison standby.
Start up both thruster systems. The diesel generators are running on HFO.
2.13.9 The main engine isheated and ready for use on
Test the pitch control.
bridge control.
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The main engine is being circulated with hot FO.

Both steering gears are in use.
Put the starting air systems into use, supply starting The deck machinery is ready for use.
2.11.1 The thrusters are in use.
air and control air to the main engine.

1.4 To Change Main Plant From Manoeuvring To Full Away
PLANT IN MANOEUVRING CONDITION
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Place the main engine on the automatic run-up 2.1.2
program.
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Three diesel generators are in use.
The boiler and steam systems are in use. Stop one steering gear motor. 2.11
The diesel generators are running on HFO.
The main engine is heated and ready for use on
bridge control.
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The main engine is being circulated with hot FO.
Both steering gears are in use. Operate the auxiliary boiler sootblowers. 2.2.3
The deck machinery is ready for use.
The thrusters are in use.
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Ensure the auxiliary blowers stop automatically. 2.1.2
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Stop the thrusters when they are no longer required. 2.13.9
Shut down generators until only one is in use.

2.13. 3
Place the remaining two generators on standby.
Shut down the main engine jacket heating system. 2.5.1
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Start up the evaporator system but do not fill the
fresh water tanks while in coastal waters. 2.4.4
Shut down the deck machinery plant and hydraulic
power packs pumps.
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Operate the turbocharger cleaning system if
2.1.1
required.
When the main engine load-up program is complete,
2.1.2
check that the pressures and temperatures stabilise.
When the bridge notifies engine control room of Full Away
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record the following:

Time. Reduce the level in the dirty bilge tank through the
Main engine revolution counter. OWS when legislation limits permit. 2.9
HFO and MDO tank levels. Reduce the bilge levels through the OWS.
HFO and MDO counters.
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VESSEL IS FULL AWAY ON BRIDGE CONTROL

1.5 To Prepare For UMS Operation
PLANT IN 'MANNED' CONDITION All standby pumps and machinery systems
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are on automatic start, with the sequential restart 2.13.5
system operational.
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Ensure all FO, LO and fresh water tanks/sumps
are adequately full.
All ventilation fans running as required.

Check that the acetylene and oxygen cylinder and
All bilges are dry and high level alarms are 2.9.1 pipeline valves are closed.
operational. 2.14.6
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All combustible material stored in a safe place.
4.1 All strainers and filters of running and standby Main engine on bridge control. 2.1.2
Smoke and fire sensors are operational. machinery are in a clean condition.
Cargo
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Engine room and steering gear compartment WT
All piping systems are tight and not temporarily Control is on the bridge and duty officer is
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doors, stores hatch and funnel dampers are shut. 3.1
repaired. informed of commencement time of UMS.
All alarms and safety cut outs are operational. 3.1 Exhaust gas boiler operating. 2.2.2
Duty officer should be aware of location of the
duty engineer.
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2.10 All parameters are within normal range. 3.1
Compressed air receivers are fully charged.
Purifier feed inlets are suitably adjusted. 2.7.2

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ECR air conditioning operating correctly. 2.14.4
Watchkeeper control switch is set to the duty
engineer's cabin.
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Loose Items are secured. The engine room is NOT to be left unmanned for
The emergency diesel generator is on standby. 2.12.2 more than 8 hours.
The stopped diesel generators are on standby. 2.12.1 Workshop welding machine plug is removed. PLANT IN "UMS” CONDITION.
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1.6 To Change From UMS To Manned Operation
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Plant in 'UMS' Condition
Notify the bridge of manned condition.
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Inform the bridge why engine room is manned if
outside normal hours.
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Switch watchkeeping control to the ECR when
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ship moves to standby conditions.
Examine the latest parameter print out.
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Hand over to oncoming duty engineer and inform
them of any abnormalities.
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Discuss any defects with the senior engineer,
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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.
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Plant in 'Manned' Condition

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1.7 To Change Main Plant From Full Away To Manoeuvring Condition
Start the second steering gear motor.

VESSEL IS FULL AWAY ON BRIDGE CONTROL 2.11
Carry out steering gear tests.
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Ensure that the engine room bilges are empty and Operate the main engine turbocharger washing
2.9 2.1.1
dirty bilge tank level is lowered of any water. system if required.
Prepare the sewage treatment system for port Bridge informs engine control room of EOP.
2.14.5
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operation.
Record the following:

Shut down the evaporator plant. 2.4.4 Time.
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Main engine revolution counter.
HFO and MDO tank levels.
HFO and MDO counters.
Fresh water tank levels.
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Start the auxiliary boiler. 2.2
Prepare and start the hydraulic power pack system

for deck machinery for use.
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Start the standby diesel generators and connect to
2.13.3
the main switchboard.
Check bridge/engine room clocks and 2.1.2
Supply steam to main engine JCW heater. tr 2.5.1

communications.
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Start the thruster units. 2.13.9
Prepare the main starting air compressors for use.

Check the starting air system drains for water 2.10.1 PLANT IN 'MANOEUVRING' CONDITION
content.
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If required to manoeuvre on MDO, begin change
2.6.1 The emergency generator is on standby.
over 1 hour before end of passage (EOP).
The auxiliary boiler is in use.
Both steering gears motors are in operation.
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Deck machinery is ready for use.

30 mins before end of passage, bridge begins to The thrusters are in use.
2.1.1
reduce speed.

1.8 To Secure Main Plant At Finished With Engines
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PLANT IN 'MANOEUVRING' CONDITION
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The emergency generator is on standby. Maintain the JCW temperature for normal port stay. 2.5.1
The auxiliary boiler is in use.
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Both steering gears motors are in operation.
Deck machinery is ready for use.
The thrusters are in use.
Maintain the LO pumps in operation according to the
requirements of notice of the main engine. 2.1.1
Maintain LO sump temperature using the LO purifier.
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Bridge notifies engine control room of FWE.
Three diesel generators will remain in use if

2.12.1
cargo pumps or thrusters are required.
Switch over to engine room control. 2.1.2
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Prepare the plant for IGG operations if required. 2.15
Stop the auxiliary blowers.
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Isolate the starting air system.
Engage the turning gear.
Open the indicator cocks. 2.1.1
Open turbocharger drains.
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Vent the main engine starting air and control air

systems.
Stop the steering gear motors. 2.11

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

2.5.1 Circulate the boiler FO system with MDO, shut
pumps to run until the main engine has cooled. 2.6.3 Shut down the sea water cooling systems. 2.4.1
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down the boiler FO pumps.
Transfer the main engine LO sump to the LO
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2.8.4
settling tank via the purifier.
Shut down the stern tube LO systems. 2.8.2 Shut down the control and working air systems. 2.10.2
Shut down the LO purifier system. 2.8.3

Change the domestic water heating to electric. 2.14.1
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Restart the LT system cooling pump and circulate
2.5.2
the diesel generator until cool.
Shut down HFO purifier system. 2.7.2
The main engine should have been manoeuvred on tr

Shut down air conditioning and refrigeration
plants until shore side CW supply is established.
2.14.2
2.14.3
Secure the CO2 system. 4.2

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

2.13.2
Check the phase sequence, voltage and frequency. PLANT SECURED FOR DRY DOCK
Change the diesel generator to run on MDO. 2.6.2
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Part 2
Main Engine and Auxiliary Systems
2.1 Main Engine and Propulsion Systems The main bearings consist of thick wall steel shells lined with white metal. Cylinder Frame, Cylinder Liner and Stuffing Box
The bottom shell may, by means of special clamping tools, be turned out and
The cylinder frame units are of cast iron and are mutually assembled with
2.1.1 Main Engine Specification in with the crankshaft.
bolts. At the chain drive the cylinder frame is also bolted to the upper part of
the chain wheel frame.
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The shells are kept in position by a bearing caps and are fixed by long elastic
Main Engine studs, the required tension is achieved by stretching the studs hydraulically
Maker: Dalian - MAN B&W The cylinder frame together with the cylinder liners form the cooling water
and tightening the nuts by hand. The chain wheel for the camshaft drive is
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space. The scavenge air space is located below the cylinder block and above
Model: 5S50MC (Mark-6) integrated with the thrust collar at the after end of the engine.
the crankcase. On the camshaft side of the engine, the cylinder frame units
No. of sets: 1 are provided with access covers for cleaning the scavenge air space and for
Type: Two stroke, single-acting, direct reversible, crosshead Thrust Bearing inspection of the liners and pistons/piston rods through the scavenge ports.
diesel engine with one constant pressure turbocharger
The thrust bearing is of the B&W-Michell type, and consists, primarily, of a
and charge air cooler The roller guide housings, the lubricators, and the gallery brackets are bolted
thrust collar on the crankshaft, bearing supports, and thrust pads of cast iron
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Number of cylinders: 5 onto the cylinder frame units. A telescopic pipe is fitted for the supply of piston
with white metal. The thrust collar is an integral part of the crankshaft.
Cylinder bore: 500mm cooling oil and lubricating oil.
Stroke: 1,910mm The propeller thrust is transferred through the thrust collar, the thrust pads,
A piston rod stuffing box is fitted for each cylinder unit at the bottom of the
Output (MCR): 7,150kW at 127 rpm and the bedplate, to the engine seating and then to the hull of the ship via the
scavenge space. The stuffing box is provided with sealing rings for scavenge
chocking system. Side thrust due to rotation of the propeller is also transferred
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SFOC at MCR: 130.4g/bhp per hour air isolation and with oil scraper rings to prevent oil from entering the scavenge
to the hull by means of the side braces on the port side of the engine. Those
Output (NCR): 6,078kW at 120.3 rpm air space and to stop any oil/sludge in the scavenge space from entering the
fitted on this engine are hydraulically damped to de-tune the natural frequencies
engine sump.
SFOC at NCR: 127.7g/bhp per hour and reduce vibration.
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The cylinder liner is made of alloyed cast iron and is suspended in the cylinder
Turbocharger Turning Gear and Turning Wheel frame, with a low-situated flange. The upper part of the liner is surrounded by
The turning wheel has cylindrical teeth and is fitted to the thrust shaft. The a cooling jacket. The cylinder liner has scavenge ports and drilled holes for
Maker: Jiang Jin ABB
turning wheel is driven by a pinion on the terminal shaft of the turning gear, cylinder lubrication.
No. of sets: 1
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which is mounted on the bedplate. The turning gear is driven by an electric
Type: VTR 564D-32 motor with built-in gear and chain drive with brake. The turning gear is Cylinder Cover
equipped with a blocking device that prevents the main engine from starting
Auxiliary Blower
Maker:
No. of sets:
Jinzhou
2
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when the turning gear is engaged. Engagement and disengagement of the
turning gear is effected manually by an axial moment of the pinion.
The cylinder cover is of forged steel, made in one piece, and has bores for
cooling water. It has a central bore for the exhaust valve and bores for fuel
valves, safety valve, air start valve and indicator valve. The cylinder cover is
attached to the cylinder frame with studs and nuts tightened by a hydraulically
on
Frame Box tightened ring covering all the studs.
Model: JC53B-50
The frame box is of welded design and is divided into sections. On the exhaust
Capacity: 1.45/2.79m3/second
side of the crankcase relief valves and bolted inspection plates are provided for Exhaust Valve and Valve Gear
Motor maker: NSDK each unit. On the camshaft side access to the crankcase is provided by a hinged
Motor type: NTIKK, 3,530 rpm, 35kW The exhaust valve consists of a valve housing with gas channel, spindle guide,
door for each unit. Access to both the de-tuner and the chain/thrust casing is
and a valve spindle. The valve housing is water cooled and made of cast iron.
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by means of bolted covers.

Between the cylinder cover and the valve housing there is a bottom piece. The
Description bottom piece is made of steel with a hardened face for the spindle seat, and is
The crosshead guides are attached to the inside of the frame box as part of the
water cooled on its outer surface. The valve spindle is made of heat resistant
Bedplate and Main Bearing division between each unit and incorporates the tubes housing the stay bolts.
steel and is provided with a small vane wheel on which the exhaust gas acts
The bedplate is divided into sections and it consists of welded, longitudinal during operation, thus making the spindle rotate slightly. Valve rotation reduces
A slotted pipe for collecting part of the cooling oil outlet from the piston for
the risk of local overheating and helps to prevent heavy deposits on the valve
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girders and welded cross girders with cast steel bearing supports. Long elastic visual control is bolted in the frame box. The stay bolts, which are tightened
holding down bolts tightened by hydraulic tools are used to fit the bedplate seating faces.
hydraulically, connect the bedplate, frame box and cylinder frame to form a
to the engine seating on resin chocks. The oil pan, which is made of steel unit. To prevent transverse oscillations, each stay bolt is braced.
plate and is integrated in the bedplate, collects the return oil from the forced The hydraulic system consists of an actuator, activated by a cam on the
lubricating and cooling oil system. It is provided with drains with gratings. camshaft, a high-pressure pipe, and an oil cylinder for the exhaust valve
spindle, mounted on top of the valve housing. The hydraulic system opens
Final Draft No.1. July 2008 Section 2.1.1 - Page 1 of 11

the exhaust valve, while the closing of the exhaust valve is carried out via the Connecting Rod the HP fuel delivery from the pump will stop immediately, this will effectively
spring air acting on the underside of the closing piston; the closing action is cut out the cylinder and therefore an immediate response is required to bring
The connecting rod is made of forged steel and provided with bearing caps
damped by means of an oil cushion on top of the spindle. the engine speed down to <105 rpm if above this value. Cutting out the cylinder
for crosshead and crankpin bearings. The crosshead and crankpin bearing caps
will initiate a exhaust temperature deviation alarm on the DMS 2100 alarm and
are secured to the connecting rod by studs and nuts which are tightened by
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Lubrication and air sealing of the exhaust valve spindle guide is provided to monitoring system as the exhaust gas temperature drops, this deviation alarm
hydraulic jacks. The crosshead bearing consists of a set of thin-walled steel
prevent the ingress of foreign bodies which would greatly increase wear. will also initiate an alarm/slowdown function directive from the DPS 2100
shells, lined with white metal. The crosshead bearing cap is one piece, with an
engine safety monitoring system, indicating that a slowdown of the engine
angular cut-out for the piston rod. The crankpin bearing is provided with thin-
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should be carried out by the operator.
Fuel Valves, Starting Valve, Pressure Indicator Valve and Indicator Valve walled steel shells, lined with white metal. Lubricating oil is supplied through
ducts in the crosshead and connecting rod.
Each cylinder cover is equipped with two non-cooled fuel oil valves, one air
Camshaft and Cam
start valve, one safety valve and one indicator valve.
Piston, Piston Rod and Crosshead The camshaft consists of a number of sections. Each individual section consists
The opening of the fuel valve is controlled by the fuel oil pressure created of a shaft piece with exhaust cams, fuel cams, coupling parts and indicator
The piston consists of a piston crown and a piston skirt. The piston crown is
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by the fuel pump and the valve is closed by a spring. An automatic vent slide cams. The exhaust cams and fuel cams are of steel, with a hardened roller
made of heat resistant steel and has four ring grooves which are hard-chrome
allows circulation of fuel oil through the fuel valve and high pressure pipes. race, and are shrunk on to the shaft. They can be adjusted and dismantled
plated on both the upper and lower surface of the grooves.
This vent slide prevents the compression chamber from being filled up with hydraulically. The cam for the indicator drive can be adjusted mechanically.
fuel oil in the event that the valve spindle sticks when the engine is stopped. The coupling parts are shrunk on to the shaft and can be adjusted and
The piston skirt is of cast iron and provided with bronze wear bands.
dismantled hydraulically. The camshaft bearings consist of one lower half shell
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The air start valve is opened by pilot control air from the starting air distributor mounted in a bearing support which is attached to the roller guide housing by
The piston rod is of forged steel and is surface-hardened on the running surface
and is closed by a spring. means of hydraulically tightened studs.
for the stuffing box. The piston rod has a central bore which, in conjunction
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with a cooling oil pipe, forms the inlet and outlet for cooling oil.
The pressure indicator valve is spring-loaded. and will lift at the set pressure
Chain Drive
indicating excessive pressure in the cylinder. This valve is sometimes referred
The crosshead is of forged steel and is provided with cast steel guide shoes
to as the safety or relief valve, however on this design of engine the cylinder The camshaft is driven from the crankshaft by a chain drive. The engine is
with white metal on the running surface. A bracket for the oil inlet from the
cover is designed to lift and reseat in the event of excessive pressure equipped with a hydraulic chain tensioner, with the long free lengths of chain
telescopic pipe and another for the oil outlet to a slotted pipe are mounted on
supported by guide bars.
the crosshead.
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The indicator valve allows cylinder pressure readings to be taken in service.
During engine shut down when the engine is being turned on the turning gear, The cylinder oil lubricators are driven by a separate chain from the camshaft.
inspection is made at the indicator valve for any water in the cylinder. One Fuel Pump and Fuel Oil High Pressure Pipes
indicator drive is fitted for each cylinder. The indicator drive consists of a cam
fitted on the camshaft and a spring loaded spindle with roller, which is able to
move up and down, corresponding to the movement of the piston. At the top tr
The engine is provided with one fuel pump for each cylinder. The fuel pump
consists of a pump housing, a centrally placed pump barrel, a plunger and a
shock absorber. To prevent fuel oil from mixing with the separate camshaft
Governor
The engine is provided with an electronic governor. The speed setting of the
actuator is determined by an electric signal from the electronic governor based
on
of the spindle there is an eye to which the indicator cord is fastened after the lubrication system, the pump is provided with a sealing device arrangement.
indicator has been mounted on the indicator valve. on the position of the main engine regulating handle. The actuator shaft is
The pump is activated by the fuel cam, and the volume injected is controlled
connected to the fuel regulating shaft by means of a mechanical linkage.
by turning the plunger by means of a toothed rack connected to the regulating
Crankshaft mechanism. The fuel pumps incorporate Variable Injection Timing (VIT) for
optimum fuel economy at part load. The VIT principle uses the fuel regulating Cylinder Lubricators
The crankshaft is of the semi-built type, made from forged or cast steel throws,
shaft position controlling parameter. Adjustment of the pump lead is made by The cylinder lubricators, one per cylinder, are MEP dependent and load change
and made in one part. At the aft end, the crankshaft is provided with a flange
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a threaded connection, operated by a toothed rack, which raises or lowers the dependent. They are controlled by the engine revolution in conjunction with
for the turning wheel.
fuel pump barrel, thus varying the point at which the spill port is covered and engine load, and are mounted on the roller guide housing, and interconnected
hence changing the start of fuel injection. The fuel oil pump is provided with with shaft pieces. The lubricators have a ‘built-in’ capability of adjusting the
Axial Vibration Damper a puncture valve for each cylinder, which quickly prevents high pressure from oil quantity. They are of the ‘Sight Feed Lubricator’ type and are provided with
building up during normal stopping and shut down. a sight glass for each lubricating point. The oil is led to the lubricator through
The engine is fitted with an axial vibration damper, which is mounted on the
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fore end of the crankshaft. The damper consists of a piston and a split-type a pipe system from an elevated cylinder oil service tank.
The fuel oil high-pressure pipes are equipped with protective hoses, and are
housing located forward of the foremost main bearing. The piston is made
neither heated nor insulated. Any leakage from the protective hoses is led to
as an integrated collar on the main journal, and the housing is fixed to the
a collecting tank which is fitted to the side of each FO pump, each collecting
main bearing support. A mechanical device for checking the function of the
tank is fitted with an alarm, which when activated will raise an alarm on the
vibration damper is fitted.
DMS 2100 alarm and monitoring system and initiate the operation of the
puncture valve on the top of the FO pump. When the puncture valve operates

Once adjusted, the lubricators will basically have a cylinder oil feed rate A separate tank and circulating pump are supplied for chemically cleaning the Forced Lubrication and Oil Cooling (Section 2.8.1)
proportional to the engine revolutions and engine load. Cylinder lubricators air side.
The pipes for the forced lubrication and cooling oil system are made of steel.
are provided with a no-flow alarm which is activated should the steel ball in a
flow sight glass contact the detector at the base of the sight glass; this facility A water mist catcher of the through-flow type is located in the air chamber
The main forced lubrication is led to each main bearing through branches from
below the air cooler.
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is inhibited when the engine is stopped.
the main lubrication pipe located along the engine.
Manoeuvring System Exhaust Turbocharger Cooling oil is led to the telescopic pipe through branches from the cooling
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The turbocharger air and gas side casings are cooled by water from the main oil main pipe, located alongside the cooling jackets on the exhaust side of the
The engine is provided with an electro-pneumatic manoeuvring and fuel oil
engine HT jacket cooling water system. The air and gas sides of the turbocharger engine, through which the oil is led to the crossheads. From there some of
regulating system. The system transmits orders from the separate manoeuvring
have an integral sump with a rotor driven pump circulating the lubricating oil the oil is branched off for lubrication of the crosshead shoes and crosshead
console to the engine.
to the bearings. It is essential that the LO sump level is maintained correctly at bearings and is led through the bored connecting rod to the crank pin bearing.
all times, LO being added as necessary. A dry cleaning system (compressed air Some of the oil is led through a pipe in the bore of the piston rod for cooling
The regulating system makes it possible to start and stop the engine and
of the piston crown. The oil returns from here through the piston rod and let
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to control the engine speed. The speed control handle on the manoeuvring 7.0kg/cm2) is supplied for the turbine side and a fresh water washing system
for the compressor side. out through a duct in the crosshead.
console gives a speed setting signal to the governor, dependent on the desired
engine rotational speed.
The turbocharger is equipped with an electronic tacho system with pick-ups, Cooling oil returns from the pistons via sight glasses to the main engine
converter and indicator for mounting in the engine control room. sump.
A shut down function will stop the fuel injection by activating the puncture
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valves placed in the high pressure fuel system, independent of the speed
control handle position. Illustration 2.1.1a Main Engine Piston Cooling Flow Path
Exhaust Gas System
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The engine is provided with a local (emergency) engine control console, From the exhaust valves, the gas is led to the exhaust gas receiver where the
mounted at the side of the engine, and an instrument panel, for emergency fluctuating pressure from the individual cylinders is equalised, the total volume
running. of gas is led to the turbochargers at a constant pressure. After the turbocharger,
the gas is led to the external pipe system.
Gallery Arrangement Compensators are fitted between the exhaust valves and the receiver, and
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The engine is provided with gallery brackets, gratings, stanchions and rails. between the receiver and the turbocharger. For quick assembling and
The brackets are placed at such a height that the best possible overhauling disassembling of the joints between the exhaust gas receiver and the exhaust
and inspection conditions are achieved. Some main pipes of the engine are
suspended from the gallery brackets.
The upper gallery brackets on the camshaft side are provided with overhauling tr
valves, clamping bands are used.
The exhaust gas receiver and exhaust pipes are provided with insulation,
covered by galvanised steel sheeting. There is a protective grating between the
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holes for stowing pistons. The engine is fitted with a hydraulic top bracing exhaust gas receiver and the turbocharger.
system on the manoeuvring side.
Auxiliary Blower
Scavenge Air System The engine is provided with two electrically-driven blowers. The suction
The air intake to the turbocharger takes place directly from the engine room side of the blowers is connected to the scavenge air space after the air cooler.
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through the intake silencer of the turbocharger. From the turbocharger, the air Between the air cooler and the scavenge air receiver, non-return valves are
is led via the charging air pipe, air cooler, water separator and scavenge air fitted, which automatically close when the auxiliary blowers supply the air.
receiver to the scavenge ports of the cylinder liners. The auxiliary blowers will start operating before the engine is started and will
ensure sufficient scavenge air to obtain a safe start.
The charging air pipe between the turbocharger and the air cooler is provided
During operation of the engine, the auxiliary blowers will start automatically
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with a compensator and is heat insulated on the outside.

each time the engine load is reduced to about 30-40%, and they will continue
operating until the load again exceeds approximately 40-50%.
Air Cooler
The engine is fitted with one air cooler of the mono block element type with
Enlarged View of Piston Crown LO
cleaning nozzles for the air side of the cooler. Cooling Arrangement

The camshaft bearings and hydraulically operated exhaust valves are supplied The starting air distributor regulates the supply of pilot control air to the starting Cooling Water Systems
with oil from a separate lubrication system. valves so that these supply the engine cylinders with starting air in the correct
firing order. The starting air distributor has one set of starting cams for ‘Ahead’ Note: The engine must not be started if the jacket cooling water temperature
The cylinders are each lubricated by six cylinder oil injection pumps which and one set for ‘Astern’, as well as one control valve for each cylinder. is below 20°C.
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supply oil to injectors spaced around the cylinder liners.
a) Start the cooling water pumps and check the pressures.
Operation of the Main Engine
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Fuel Oil Supply System (Section 2.6.1) b) Operate the jacket water preheater. Preheat to a minimum of
Preparations for Starting
The fuel oil is led from the main inlet pipe through branches to the fuel 20°C or, preferably, to 50°C.
injection pump of each cylinder. In order to keep the fuel oil inlet pressure to Air Systems
fuel injection pump constant, regardless of the fuel oil consumption during Slow-Turning the Engine
a) Drain water, if any, from the starting air system.
engine running, a spring loaded overflow valve is provided in an engine fuel
bypass line. This must be carried out to prevent damage caused by fluid in any of the
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b) Drain water, if any, from the control air system at the cylinders. Before beginning the slow-turning, obtain permission from the
receivers. bridge.
The fuel oil is heated to the temperature required to achieve the optimum
atomising viscosity. However, prior to prolonged shut down, and after starting
c) Pressurise the air systems.
up from cold, the engine will be run on diesel oil in order that the high pressure Note: Always carry out the slow-turning operation at the latest possible
lines between the fuel injection pumps and fuel injectors do not become moment and, under all circumstances, within the last 30 minutes before
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d) Check the pressures and ensure that the pressures are correct.
clogged with cold fuel oil. starting.
e) Ensure that spring air is available to the pneumatic exhaust
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Cooling Water System (Section 2.5.1) valves. Slow-Turn with Turning Gear
The engine is fresh water cooled, supplied by HT jacket cooling water pumps. a) Open the indicator valves.
The fresh water is led from the cylinder frame of each cylinder to the cylinder Note: Air pressure must be applied before the camshaft lubricating oil pump
cover and through the exhaust valve up to a main outlet pipe through which it is started. This is to prevent the exhaust valves from opening too much. b) Start the turning gear.
is carried back to the HT cooling water pumps via the fresh water generator if
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in line and then via a three-way control valve either to the HT pumps or to the f) Engage the lifting/rotation check rod mounted on each exhaust c) Turn the engine at least one full revolution with the turning gear
central cooler. valve and check that the exhaust valves are closed. These should in the ahead direction.
be disengaged when lift/rotation is confirmed when the engine
The cooling water is also led to the turbocharger from the main inlet pipe.
The inlet pipes to the cylinders are provided with shut-off valves. The outlet tr is running.
Lubricating Oil Systems

d)
e)
Check to see if fluid flows out of any of the indicator valves.
Repeat the previous points in the opposite direction of rotation.

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pipes are provided with shut-off valves, a pocket for a thermometer, and a
deaeration cock. Start the lubricating oil pumps for the engine and camshaft. f) Close the indicator valves.
The deaeration pipe is fitted to the outlet manifold and led to the fresh water a) Check the oil pressures. g) Disengage the turning gear.
expansion tank.
b) Check the oil flow through the sight glasses, for piston cooling h) Check that it is locked in the OUT position.
oil.
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The fresh water pipes are covered with phosphatic film, ‘Parkerising’ instead
of galvanising in order to avoid reaction with corrosion inhibitors. i) Check that the indicator lamp for ‘Turning Gear Engaged’
c) Check that the cylinder lubricators are filled with the correct extinguishes and the indicator lamp ‘Turning Gear Disengaged’
type of oil. is illuminated.
Starting Air System (Section 2.10.1)
The starting air system contains a main starting valve, a non-return valve, a d) Operate the cylinder lubricators manually. j) Lift the locking plate of the main starting valve to the SERVICE
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bursting disc for the branch pipe to each cylinder, a starting air distributor, and position.
a starting valve on each cylinder. e) Check that oil is emitted.
k) Check the indicator lamp to ensure that the starting air distributor
The main starting valve is connected to the manoeuvring system, which is not blocked.
controls the start of the engine.

l) The locking plate must remain in the upper position during Checking the Fuel Regulating Gear The following modes of starting are available:
running.
a) Close the shut-off valve for the starting air distributor to prevent • Remote control from engine control room
the engine from turning.
m) The locking plate must remain in the lower position during • Remote control from bridge
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repairs. • Local (emergency) control
b) Check that the ‘Starting Air Distributor Blocked’ indicator lamp
is illuminated.
In the engine control room or at the engine side local control station the stop,
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Slow-Turn with Special Slow-Turning Device
c) Switch over to control at the engine side control console. start and speed setting orders are given manually by moving the regulating
a) Disengage the turning gear.
handle, corresponding to the order from the bridge.
See description of the procedure Emergency Operation (Section 5.2).
b) Check that it is locked in the OUT position.
Checks During Starting
d) Turn the regulating handwheel to increase the fuel pump index,
c) Check that the indicator lamp for TURNING GEAR ENGAGED Make the following checks immediately after starting:
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and check that all the fuel pumps follow to the ‘FUEL SUPPLY’
extinguishes.
position. • Direction of Rotation. Ensure that the direction of propeller
d) Lift the locking plate of the main starting valve to the SERVICE rotation corresponds to the telegraph order.
e) With the regulating handwheel back in the STOP position,
position. • Exhaust Valves. See that all exhaust valves are operating
check that all the fuel pumps show zero-index.
d
correctly. Disengage the lifting/rotation indicators after checking
e) Check the indicator lamp. that they are functioning correctly.
f) Switch back to NORMAL (REMOTE) control.
• Turbocharger. Ensure that the turbocharger is running and that
The locking plate must remain in the upper position during running.
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g) Open the shut-off valve for the starting air distributor. the shaft driven pumps have picked up suction.
The locking plate must remain in the lower position during repairs. • Circulating Oil. Check that the pressure and discharge are in
h) Check that the ‘Starting Air Distributor Blocked’ indicator lamp
order
is extinguished.
f) Open the indicator valves.
• Cylinders. Check that all cylinders are firing.
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g) Press the MANUAL SLOW-TURNING pushbutton and then Miscellaneous • Starting Valves on Cylinder Covers. Feel over the pipes. A hot
move the regulating handle to the START position until the pipe indicates a leaking starting valve.
a) Lubricate the bearings and rod connections in the regulating
engine has turned over 1.5 complete revolutions. • Pressures and Temperatures. Ensure that all pressures and
h) Allow the engine to turn over and check to see if fluid flows out
of any of the indicator valves. tr
b)
gear, etc., every 4,000 hours.
Switch on the electrical equipment in the control console.

temperatures are normal for the engine speed. In particular,
the circulating oil (bearing lubrication and piston cooling),
camshaft lubricating oil, fuel oil, cooling water, scavenge air,
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c) Set the switch for the auxiliary blowers in the AUTO position. and control and safety air.
i) Check that the individual air cylinders reverse the displaceable
rollers for each fuel pump to the outer position. • Cylinder Lubricators. Make sure that the lubricators are working
d) The blowers will start at intervals of 6 seconds. with an even ‘drop height’ level in all the sight glasses.
j) When the engine has moved 1.5 revolutions move the regulating • Check the oil level in the cylinder oil service tank.
The engine is now ready to start.
handle to the STOP position.
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k) Close the indicator valves. Starting-Up Procedure Procedure for Loading the Engine
Starting If there are no restrictions such as running in after repairs, proceed to increase
Fuel Oil System the load on the engine.
CAUTION
a) The fuel oil system feeds the generator engines, therefore the FO
If the engine has been out of service for some time, starting-up is usually
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supply and circulating pumps should already be in operation. The cooling water should be preheated, but if the temperature is below 50°C
performed as a quay-trial. Prior to this, it must be ascertained that:
allow the temperature to reach this point before increasing load.
b) Check the fuel pressures and temperatures. 1. The harbour authorities permit quay-trial.
2. The moorings are sufficient. Increase the load gradually to maximum speed over a period of 30 minutes.
3. A watch is kept on the bridge.

Checks During Loading Fuel Change-over Operations after Arrival in Port

Feel-Over Sequence The engine is equipped with non-cooled, ‘all-symmetrical’, lightweight fuel
valves with built-in fuel circulation. This automatic circulation of the preheated When the FINISHED WITH ENGINES’ order is received in the control
If the condition of the machinery is uncertain (e.g. after repairs or alterations), room:
fuel (through the high-pressure pipes and the fuel valves) during engine
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the ‘feel-over sequence’ should always be followed, i.e:
standstill, is the background for recommending constant operation on heavy
1. After 15-30 minutes’ running on ‘Slow’. fuel. a) Switch over to control room control.
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2. Again after 1 hour’s running. b) Switch off the auxiliary blowers.
However, change-over to diesel oil can become necessary if, for instance, the
3. At sea after 1 hour’s running at service speed vessel is expected to have a prolonged inactive period with cold engine, i.e.
c) Test the starting valves for leakage.
due to:
Stop the engine, open the crankcase, and feel-over the moving parts listed
• A major repair of the fuel oil system etc.. d) Obtain confirmation from the bridge that the stern is clear and
below (by hand or with a ‘Thermo-feel’) on sliding surfaces where friction
the ship is secure on its berth.
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may have caused undue heating. • A dry-docking
• More than 5 days’ period stop e) Check that the turning gear is disengaged as a leaky valve can
WARNING cause the crankshaft to rotate.
• Environmental legislation requiring the use of low sulphur
During feeling-over, the turning gear must be engaged, and the main
fuels
starting valve and the starting air distributor must be blocked. f) Close the valve to the starting air distributor.
d
Change over can be performed at any time:
The starting air distributor is blocked by closing the crossover valve. g) Open the indicator valves.
• During engine running
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Feel Over Sequence Points • During engine standstill h) Change over to emergency (local) control.
• Main, crankpin and crosshead bearings
In order to prevent fuel pump and injector sticking/scuffing, poor combustion i) Activate the START pushbutton. This admits starting air, but not
• Piston rods and stuffing boxes or fouling of the gas ways, it is very important to carefully follow the change control air, to the starting valves.
• Crosshead shoes over procedures.
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j) Check to see if air blows out from any of the indicator valves.
• Telescopic pipes If air issues out of a cylinder, the starting valve concerned is
• Chains and bearings in the chain casing Changeover from Diesel Oil to Heavy Fuel During Running leaking.
•
•
Camshaft bearing housings
Thrust bearing/guide bearing tr
(See section 2.7.1)
Preparations Prior to Arrival in Port
Decide whether the harbour manoeuvre should be carried out on diesel oil or
k) Replace or overhaul any defective starting valves.
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• Axial vibration damper l) Lock the main starting valve in its lowest position by means of
on heavy fuel oil. The vessel is designed to run on heavy fuel at all times. the locking plate.
• Torsional vibration damper
Changeover should be carried out one hour before the first manoeuvres are m) Close and vent the control air and safety air systems.
Running-In expected.
n) Wait a minimum of 15 minutes after stopping the engine, then
For a new engine, or after repair or renewal of the large bearings, renewal or Start an additional generator engine to ensure sufficient power reserve for the
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if necessary stop the lubricating oil pumps if maintenance work

reconditioning of cylinder liners and piston rings, allowance must be made for manoeuvre. is to be carried out on the engine, otherwise the pumps may be
a running-in period. left on.
Drain off any condensed water from the starting air and control air systems just
Regarding bearings: increase the load slowly, and apply the feel-over sequence, before the manoeuvre. The main engine and generator engines are supplied by the same FO supply
see Checks During Loading.
and circulating pumps, therefore the FO preparation pumps must remain in
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Stopping operation while the main engine is shut down.

Stop the engine by setting the regulating lever to STOP.

Fresh Water Preheating During Standstill Fouling and Fires in the Scavenge Air Spaces If there is after-burning of fuel in the cylinder, due to late injection or poor
fuel atomisation, the cylinder pressure when the scavenge ports are uncovered
Keep the engine preheated to minimum 50°C, unless harbour stay exceeds 5
The principal cause of fouling is blow-by of combustion products between may be higher than the scavenge air pressure and hot combustion gases may
days. This counteracts corrosive attack on the cylinder liners during starting-
piston and cylinder into the scavenge air spaces. The fouling will be greater if enter the scavenge space. A defective piston rod gland may allow oil from the
up.
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there is incomplete combustion of the fuel injected. crankcase to enter the scavenge space; the piston rod gland drains should be
Use the steam heated preheater for preheating of the engine.
checked frequently for signs of crankcase system oil as this indicates defective
Causes of poor combustion: gland sealing rings.
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Switch off other equipment which need not operate during engine standstill.
• The fuel injectors are not working correctly
WARNING Indications of a Fire
• The fuel is at too low a temperature
Special Dangers
• Poorly adjusted injection pump timing • Sounding of the respective temperature alarms
• Operation with a temporary shortage of air during extreme • A considerable rise in the exhaust gas temperatures of the cylinder
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Keep clear of spaces below loaded cranes.
variations in engine loading and when the charge air pressure concerned and a general rise in charge air temperature
The opening of cocks may cause discharge of hot liquids or gases. dependent fuel limiter in the governor is set too high • The turbocharger may start surging
• Overloading
The dismantling of parts may cause the release of springs. Fire Fighting Measures
• Insufficient supply of air due to restricted engine room
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The removal of fuel valves or other valves in the cylinder cover may ventilation
The safety of shipboard personnel should be paramount whenever dealing with
cause oil to run onto the piston crown. If the piston is hot an explosion • Fouling of the air intake filters and diffuser on the air side of the fires anywhere aboard ship.
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may blow out the valve. turbocharger
• Inform the bridge of the situation
• Fouling of the exhaust gas economiser, the air cooler and of the
When testing fuel valves do not touch the spray holes as the jets may
scavenge ports • Reduce engine power
pierce the skin.
• Cut out the fuel injection pump of the cylinder concerned
Causes of blow-by of combustion products:
Beware of high pressure oil leaks when using hydraulic equipment, wear
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• Increase lubrication to the respective cylinder
protective clothing. • Worn, sticking or broken piston rings
• If the fire is serious, stop the engine and put the scavenge air
• Individual cylinder lubricating quills are not working
box fire extinguishing equipment into operation. This is a water
Arrange indicator cocks with pressure relief holes directed away from
personnel. Wear goggles when taking indicator cards.
Do not weld in the engine room if the crankcase is opened before the tr
•
•
Damage to the running surface of the cylinder liners
Excessive liner wear or abnormal wear such as clover-leafing
which can also result in ring collapse and loss of piston ring to
spray system with individual cylinder unit supply cocks; the
main extinguishing water supply valve is located on the aft,
port side of the engine at just above head height when at engine
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running gear is fully cooled. room floor level.
liner seal
Turning gear must be engaged before working on or inside the engine If one or more of these operating conditions prevail, residues, mainly consisting Note: Be aware of possible thermal shock and loss of extinguishing medium
as the wake from other ships in port or waves at sea may cause the of incompletely burned fuel and cylinder lubricating oil, will accumulate at the through the exhaust. Do not open the scavenge air box or crankcase before
propeller to turn. Also isolate the starting air supply. following points: the site of the fire has cooled down to under 100°C. When opening, keep
clear of possible fresh spurts of flame.
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Use gloves when removing O-rings and other rubber/plastic based • Between piston rings and piston ring grooves
sealing materials which have been subjected to abnormally high working • On the piston skirts A fire should have died down about 5 to 15 minutes after the fuel has been
temperatures as they may have a caustic effect. shut off to the affected cylinder or cylinders. This can be verified by checking
• In the scavenge ports
the exhaust gas temperatures and the temperatures of the doors to the scavenge
• On the bottom of the cylinder jacket space. Afterwards the engine must be stopped whenever possible and the cause
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of the fire established.

Causes of the Fires
Checks to be made should include:
The blow-by of hot combustion gases and sparks, which have bypassed the
piston rings between piston and cylinder liner running surface, enter the space • Cylinder liner running surface, piston and piston rings, air flaps
on the piston underside and any residues present can ignite. in the receiver (to be replaced if necessary), possible leakages,
piston rod gland, fuel injection nozzles.

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

Stuffing box leakages (not air tight). Alarms

Blow-by through a cracked piston crown or piston rod (with
Leakage from high pressure fuel pipes
direct connection to crankcase via the cooling oil outlet pipe).
Fuel oil temperature high
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An oil mist can also develop as a result of heat from a scavenge fire being Fuel oil temperature low
transmitted down the piston rod or via the stuffing box. Hot air jets or flames
Fuel oil viscosity high
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could also have passed through the stuffing box into the crankcase.
Fuel oil viscosity low
Alarms and Trips Fuel oil inlet pressure low
Automatic Shutdown Functions LO inlet temperature high
Piston cooling oil outlet/cylinder temperature high
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Thrust bearing temperature high high, ahead or astern
Piston cooling oil outlet/cylinder no flow
Main LO inlet pressure low low
Piston cooling oil inlet pressure low
Camshaft inlet pressure low low
LO to bearings and thrust bearing pressure low
Engine overspeed trip
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Thrust bearing temperature high
Manual Shutdown LO to camshaft inlet temperature high
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LO inlet to camshaft pressure low
Emergency stop buttons
Cylinder lubricators no flow
Alarm/Slowdown Functions Jacket cooling water inlet pressure low
Jacket cooling water outlet/cylinder temperature high
Piston cooling oil outlet temperature high
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Starting air pressure low
Piston cooling oil outlet no flow
Control air pressure low
Main LO inlet pressure low
Camshaft inlet pressure low
Jacket cooling water inlet pressure low tr Safety air pressure low
Air supply to exhaust valve air cylinder pressure low
on
Scavenge air manifold temperature high
Jacket cooling water outlet temperature high, on all units
Scavenge air inlet pressure low
Turbocharger oil temperature high
Scavenge air box/cylinder temperature high
Scavenge air fire alarm, on all units
Air cooler cooling fresh water inlet pressure low
Exhaust deviation alarm, on all units
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Exhaust gas/cylinder temperature high

Exhaust valve spring air pressure low
Exhaust gas after turbocharger high
Cylinder LO no flow from No.1, 2 and 3 cylinder lubrication
boxes Oil mist in crankcase
Automatic Slowdown Functions

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Thrust bearing temperature high ahead or astern

Oil mist detection in crankcase level high

Illustration 2.1.1b Oil Mist Detector
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Isolate, Test and Reset Switches
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Channel Switches
1 2 3 4 5 6 7 8 9 10 11 12 Magnetic Pen
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Channel number Isolate Reset Test
Testing
Oil Mist Status LED No CPU
Raise alarm level
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Channel Identification mgm/litre Oil Mist Level and Fault
Channel 1 Reading 3 5 % Location Readout
Lower alarm level
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Power Setting
Alarm level
Setting Indicator LEDs Alarm Selection Switch
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OPERATING INSTRUCTIONS
To display a function, place
Magnet Pen FLAT over specified circle
Function
Channel level reading (%)
Pre-set alarm level (mgm/litre)
Circle
tr
Channel number
Alarm level + Channel number
FAULT DIRECTORY
Channel Reading Fault condition
1.12
1.12
F1
F2
Cable fault
Detector dirty
Action required
Check/repair relevant cable
Clean detector according to instructions
Fuses FS1 and FS2
on
Self test programme Test 1.12 F3 Detector faulty Clean as F2 first or replace detector
Detector alarm test Alarm level + Test + 1.12 IC Isolated circuit Check operating instructions
Channel
number C F4 Fan failure Check fan and fan failure detecting systems
Isolate detector (F3) Isolate + Channel number
Restore detector Isolate + Reset + Channel number NOTE: If 'No CPU' light is on, refer to manual
'dd' on test is dirty detector
Normal operation Reset 'cd' on test is clean detector
Operating Instructions Quality Monitoring Instruments, London, NW6 2HL, UK
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Security Switch
240V
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Issue: Maersk Radiant 06 Section 2.1.1 - Page 10 of 11

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

Illustration 2.1.2.a Main Engine Manoeuvring Control Panel
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DMS 2100i BRIDGE MANOEUVRING SYSTEM
ALARM
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ALARM STOP ALARM
LIST HORN ACKN.
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ADD. DISPLAY ADJUST SLOW SHUT MAINTE-
CHAN- CHAN- S1 S2 S3 S4 DIMMER
LIST DOWN DOWN NANCE
NEL NEL
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR

BRIDGE E.C.R. LOCAL SLOWD. SHUT D. START SELECT LIMITS ESC ENT
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CTRL. CTRL. CTRL. CANCEL CANCEL BLOCK CANCEL
STAND 7 STU 8 VWX 9 YZ 0space +/-#

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

set points.
RPM Limit Automatic bridge mode only, ECR activated function
to limit available rpm.

Illustration 2.1.2b Indication Panels
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Local Control Station Indication Panel
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ECR Indication Panel
0
0 50
50
50 50
100 100
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100 150
START AIR MAIN START TURNING FUEL AUX. AUX. 150 150
GOVERNOR
DISTRIB. AIR VALVE GEAR CAMS BLOWER 1 BLOWER 2 AHEAD
150 ASTERN
150
ENGAGED
IN SERVICE IN SERVICE DISENGAGED AHEAD RUNNING RUNNING ASTERN rpmAHEAD
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START AIR MAIN START TURNING FUEL
EMERGENCY
DISTRUB. AIR VALVE GEAR CAMS
CONTROL
BLOCKED BLOCKED ENGAGED ASTERN
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SHUTDOWN AHEAD
CONTROL AUX. PREWARNING
BRIDGE OFF AUTO RUN
ROOM BLOWERS
CONTROL
CONTROL WARNING SHUTDOWN ASTERN
TURNING GEAR ENGAGED EMERGENCY CONTROL

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

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

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

There are also a number of ‘hard stops’. These are hard-wired emergency stop • OBL: Order bridge with limitations
pushbuttons which stop the engine directly via the DPS engine safety system.
• ACT: Actual speed
The DMS via a serial interface also stops the engine using the DMS normal
stop methods. After an emergency stop the engine can only be restarted by
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moving the main control lever to the stop position to reset the system.
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Telegraph Order Printer TOP2100
The TOP2100 is a sub-system of the DMS system. Internal calculations from
the DMS and the DPS systems are transmitted to the printer module and output
to the telegraph order printer.
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There are parameters to control the information output to the printer within
DMS and a printer test facility in the MAINTENANCE menu within the
DMS.
The following items are recorded from the DMS:
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• Date and time
• Bridge, ECR and emergency telegraph orders
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• Engine speed
• Control mode
• Sub-telegraph orders
• Limitations
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• Cancel limits/cancel limits (wings)
• RPM load program
•
•
‘Frozen’ conditions
Electronic governor fault tr
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• Electric shaft or telegraph fault
• Serial interface to governor lost fault
The following items are recorded from the DMS:

• Automatic slowdown
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• Automatic shutdown
• Emergency stop with position of activation
• Cancel slowdown (slowdown override activated)
• Cancel shutdown (slowdown override activated)
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Common abbreviations used on the printer:

• OBR: Order bridge
• REC: Response engine room telegraph

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

Alarm light
Fault light
Illuminated if a set value is exceeded
Illuminated if an internal hardware or interface tr ALARM
ALARM STOP
FAULT
ALARM
on
LIST HORN ACKN.
failure occurs
Pushbutton Functions
Alarm list Displays every current alarm state, new alarms at MAINTE- EDIT MENU
the top of the list NANCE S1 S2 S3 S4 DIMMER
Alarm ackn Visual alarm acknowledgment

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Stop horn Audible alarm acknowledgment 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
Maintenance Displays date/time, lamp test facility, display
ESC ENT
controls etc.
Dimmer Adjust display brightness
Edit, Esc, Ent For changing parameters
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7 STU 8 VWX 9 YZ 0 SPACE +/-#

Arrow pushbuttons Moving cursor around display positions SHUTD. SHUTD.
ACTIVE CANCEL
Menu Displays 3 sub menus accessed by ‘S’ function
pushbuttons
Slowd. active Indicates activation of automatic slowdown

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

on
on the bridge panel, on the ECR panel and in the engine room. All alarms are indicated visually as a single alarm at: ENTER. Passwords must always be four digits.
• Bridge, via DMS and alarm list
Restart of the engine is now only possible after elimination of the the fault After accessing the required parameter, after password entry, the EDIT
• ECR, via display and alarm list pushbutton must be pressed again. There are two ways to change the actual
causing the shutdown and the system must be reset by moving the telegraph
lever to the stop position. • All locations with UCS/UMS general operator stations and values:
basic alarm panels
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• By operating the up/down cursor pushbuttons the value of the

If the fault which activated the shutdown clears during the countdown parameter can be incremented or decremented.
time, the shutdown is cancelled. The display will continue to indicate an Parameters, Suppressions and Operating Values
unacknowledged alarm. • By numerical setting of the value by first entering ‘0’.
To display parameters, suppressions and operating values, first press the
In the case of an emergency, the shutdown can be overridden by activation of MENU pushbutton. Pressing ENTER completes the operation.
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the SHUTD. CANCEL pushbutton.

This will indicate a sub menu, selection is by pushbuttons S1 to S3: As the old stored parameter value is continuously on display during this
Specific faults can exclude or include the shutdown cancel facility (available • S1. This pushbutton opens a list of inputs to the DPS and allows operation, the operator is kept aware of the adjustment/change required.
via parameters). If this pushbutton is activated after the engine has stopped a each one to be switched on or off.
shutdown reset is necessary. If the pushbutton is activated during the countdown
• S2. This pushbutton displays actual operating values.
time the engine will keep running.

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

Located in the ECR console, it is the operator interface. of the computer hardware.
• ECR console
• Engine local control console
Actuator
• Bridge console and front wall
The electro-mechanical device to convert demand signals to fuel rack
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• Port and starboard wings, port and starboard wing consoles movement.
• Chief Engineer’s office
• At DZM speed module (within PCC cabinet) Tacho Sensor
The proximity switches sensing flywheel speed.

Modes of Operation Operator Panel/Pushbutton Functions
The EGS 2000 has four modes of normal operation: Pushbutton/Button Function
Index Max Adjustment of manual limitation (then using cursor
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AUTO SELECT pushbuttons)
Auto selects RPM mode or power mode depending on running conditions. Load Limit Cancel Cancel index limits
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Auto Select Automatic selection of modes by computer
RPM Mode: Keeps rpm constant RPM Selects RPM mode
Power Selects power mode
Index Selects fuel rack index mode
POWER Mode: Keeps power constant Test Selects internal test procedure
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Alarm Ackn Acknowledges system alarms
INDEX Mode: Fixed position of fuel rack Edit, Esc, Ent For changing parameters
Arrow pushbuttons Moving cursor around display positions
AUTO SELECT leaves the choice of operation to the computer. This mode is Set Up Used for adjustments (privileged user level)
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dependent on prevailing weather conditions. Menu Displays sub menus to display alarm list and various
measurements
The RPM mode is a fast mode of operation which will adjust the fuel rack to Diag Used for diagnostics (privileged user level)
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keep the engine at constant rpm. Optimal fuel consumption and wear of the Data For parameter adjustment
mechanism are given low priority in this mode.
The EGS2000 requires no periodical maintenance. The motor and gearbox
The POWER mode controls fuel rack movement in response to shaft speed have no serviceable items and are built to a high standard that should last the
variations so that the power delivered remains constant. This mode minimises lifetime of the vessel. However, there are a number of checks that should be
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fluctuations in thermal loading and is the most fuel efficient mode. Full carried out two to three times a year. During these checks the engine should be
protection of the engine is offered and shaft speed will only vary up to preset stopped and start blocked.
limits.
INDEX mode maintains the fuel rack at a distinct position providing speed
variations are within wide preset limits. This mode is often used for engine
measurements that require a fixed fuel rack position. This mode cannot be tr
These checks involve checking the tightness and cleanliness of all the links,
connections and securing devices etc in the complete system. Any backlash in
the actuator and fuel pump linkages should be adjusted to keep the backlash
below 0.3mm.
on
automatically selected by the computer.
Further, more in depth details, are available from the manufacturer’s manual.
The EGS2000 also contains an automatic overload protection system (OPS).
This uses torque measurements from a torque measuring device to provide a
limit to the rpm set point if a high torque reading is detected. This facility is
manually cancelled.
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Illustration 2.2.1a AQ18 Auxilliary Boiler

Steam Atomiser
Burner Main Steam
Outlet
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Air Inlet Steam Dryer
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Steam Drum
Manhole
Feed Water
Inlet
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Generating
Tube Bank
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Flue Gas
Outlet
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Sockets for
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Water Washing
Furnace
tr Membrane Walls
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Inspection
Door
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Access
Door Cross Sectional View Showing Gas Flow
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Manhole
Water Drum Steam Heating Coil

2.2 Boilers and Steam Systems General Construction Operating Procedures

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

d) Light the burner and adjust the air and fuel pressures, to ensure f) When the drum pressure has risen to about 1.5kg/cm2, close the Raising Pressure with Steam Available from the Exhaust Gas
stabilised combustion; use the furnace observation port to check drum vent valve. Economiser
the combustion.
g) Drain and warm through all steam supply lines to ancillary a) Start the forced draught fan, open the inlet vanes and purge the
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e) When raising the pressure, keep the burner firing for 5 minutes equipment before putting the boiler on load. furnace.
and out of service for 15 minutes repeatedly at the lowest oil
pressure (2.5kg/cm2) for one hour. Again, repeatedly light and h) Supply steam to the HFO settling tank. When the tank is of b) Start the FO supply pump and circulate oil through the heater
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shut down the burner to raise the pressure as recommended by sufficient temperature to be pumped by the boiler HFO pumps, and burner manifold. Open the recirculating valve and discharge
the manufacturer. The graph below indicates the lighting up supply steam to the boiler FO heater and prepare to change over the cold heavy oil in the line.
curve for the boiler which should be followed. from MDO to HFO. Continue circulating fuel as before.
i) At working pressure, switch to automatic operation. Note: At normal sea going condition, the boiler FO system will be continually
circulating heated FO.
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c) Reduce the air pressure at the wind box to between 10 and
8 175 20mmWG.
6 d) Light the burner and adjust the air and fuel pressure to ensure
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stabilised combustion using the furnace observation port.
4
150
When raising the pressure, keep the burner firing for 5 minutes and out of
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service for 15 minutes repeatedly at the lowest oil pressure (2.5kg/cm2) for
2 one hour. Again, repeatedly light and shut down the burner to raise pressure as
recommended by the manufacturer’s lighting up curve.
125
e) When the drum pressure has risen to about 1.5kg/cm2, close the
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steam drum vent valve.
Boiler Pressure (Bar) Temperature (°C)
100°C f) Drain and warm through the steam supply line from the auxiliary
0
tr 100 boiler to the steam range before coupling up to the exhaust gas
economiser and putting the boiler on load.
on
Shutting Down
75
a) Operate the sootblowers before shutting down the boiler
whenever possible.
50°C b) Shut down the burner.

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50
c) Continue the operation of the forced draught fan for a short

while after shutting down keeping an air pressure of 150mm
30°C
WG at the burner inlet and purge the furnace of combustible
25 gases.
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15°C
d) Maintain the water level visible at about 50mm in the gauge
glass.
0°C
0 e) Open the drum vent valve before the boiler reaches atmospheric
0 15 30 45 60 75 90 105 120 135 pressure.
‘x’ ° = Initial Feed Water Temperature Time (minutes)

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

Illustration 2.2.2a Boiler Control Panel
Operating Instructions For Burner

AUTOMATIC OPERATION: Stop of Burner
1. Firing is stopped by turning the emergency Operation switch to the AUTOMATIC position or by pressing the
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Start of Burner (Emergency Operation key switch in position AUTOMATIC) OIL VALVE CLOSE pushbutton on the local emergency operation box.
1. Start Combustion Air Fan on START/RUN if AUTO-MAN switch is selected to MANUAL.
2. Refer to Combustion Mode Instructions for the Burner below for setting of Combustion Control.
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3. Select BURNER MODE switch to START/RUN. The Burner will automatically be started and stopped by a signal
from the Start/Stop Pressure Switch. Combustion Mode Instructions For Burner
Stop of Burner Automatic Cascade Mode (steam load depending firing rate)
1. Select BURNER MODE switch to STOP. 1. Select TA1 in position CASC. The master output will be set point for Oil and Air Flow Controllers.
2. Select TA5 in position AIR and TA4 in position AUTO.
EMERGENCY OPERATION: 3. Select TA5 in position Oil and TA4 in position AUTO. The set point from Master Steam Pressure Controller decides the
Start of Burner (Emergency Key Switch Activated) boiler steam pressure. Air and oil ratio is automatically controlled.
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1. Select Combustion Air Fan AUTO-MAN switch to Manual and START/RUN switch to START. Oil and Air Automatic Mode (constant firing rate)
2. Select TA1 on Oil/Air Combustion Controller to position AUTO. 1. Select TAI in position AUTO. The set point for Oil and Air are selected manually on TA2 and TA3.
3. Adjust Air Flow to Purge position, minimum 50% air flow, by TA2 and TA3. - allow minimum of 60 seconds purge. 2. Select TA5 in position AIR and TA4 in position AUTO.
WARNING: Insufficient Purging May Cause Danger of Furnace Explosions. 3. Select TA5 in position OIL and TA4 in position AUTO. The firing rate is selected manually on TA2 and TA3.
4. The Air and Oil flow to be adjusted to Ignition position, approximately 25% oil flow, by TA2 and TA3. Air and oil ratio is automatically controlled.
5. For manual ignition sequence, refer to instructions on local Emergency box.
6. When the flame is established - supervision is by the emergency flame scanner and air/oil flow to the burner can be adjusted by TA2/TA3 on the air/oil Oil and Air in Manual Mode
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combustion controller to desired fuel rate. 1. Select TA5 in position AIR and TA4 in position HAND.
WARNING: In Emergency Operation the Safety Interlocks are Reduced to Too Low Water level and Flame Failure. 2. Select TA5 in position OIL and TA4 in position HAND.
3. Air flow is increased on TA6 or decreased on TA7 with TA5 in position AIR.
THEREFORE THE BOILER MUST BE CAREFULLY AND UNINTERRUPTEDLY SUPERVISED BY SHIP'S ENGINEERING PERSONNEL. 4. Oil flow is increased on TA6 or decreased on TA7 with TA5 in position OIL.
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1. Water Level Controller 43. Start/Run - FW pump No.1
Auxiliary 2. Fuel Oil Temperature Controller 44. Start/Run - FW pump No.2 1. Air/Oil Controller Exhaust Gas 1. Steam Dump Controller
1 2
3. Fuel Oil Pressure Controller 45. Fuel Oil Pump 1 Start/Run 2. Main Steam Pressure Controller 2. High High Water Level Indication
Boiler Panel 4. Atomising Steam Pressure 46. Fuel Oil Pump 2 Start/Run Boiler Panel
3. Combustion Air Flow Indicator 3. High Steam Pressure. AQ2
5. Oil Valves Not In Position 47. Combustion Air Fan Run 4. Fuel Oil Flow Indicator 4. High Water Level Indication
1
6. High Water Level 48. Stop - FW pump No.1 5. Air Flow Setting Potentiometer 0 - 100% 5. Low Steam Pressure. AQ2
1 2 3 4 7. High Steam Pressure 49. Stop - FW pump No.2 6. Oil Flow Setting Potentiometer 0 - 100% 6. Auto. Standby Feed Water Pump Started
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8. High Oil Temperature 50. Fuel Oil Pump No.1 Stop 7. Air/Fuel Ratio Potentiometer -50% - +50% 7. Normal Water Level
9. Overload Ignition Burner Pump 51. Fuel Oil Pump No.2 Stop 8. Oil Flow Totaliser 8. Chemical Dosing Units Exhaust Gas Boiler
10. Interlocks OK 3 4
9. Atomising Steam Valve 9. Lamp Test
11. Flame Failure 10. Ignition On 10. Low Water Level
12. Low Water Level
11
6
12
7
13
8
14
9
15
10
16
13.
14.
15.
16.
17.
Overload Combustion Air Fan
Low Oil Temperature
Lance Not In Position
Sequence Failure
Low Steam Pressure tr 5 6
8
7
11.
12.
13.
14.
15.
Oil Valve Open
Steam Purge Valve
Burner Normal Stop
Combustion Controller Off
Ignition Lance Inserted
3
2
4
11.
12.
13.
14.
15.
Control Voltage Switch
Control Voltage Indication Lamp
Low Low Water Level Indication
Ammeter - Feed Water Pump No.1
Ammeter - Feed Water Pump No.2
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16. Heavy Fuel Oil 5 6 7 16. Hour Counter - Feed Water Pump No.1
18. Too Low Water Level 17. Diesel Oil 17. Hour Counter - Feed Water Pump No.2
19. Atomising Steam Pressure Low 18. Burner On 18. Feed Water Pump No.1 Selection Switch
17 18 19 20 21 22 8 9 10
20. Low Oil Pressure 9 10 11 12 13 19. Chemical Dosing Unit Oil Fired Boiler Standby - 0 - Automatic - Manual
21. Fuel Oil Standby Pump Started 20. Emergency Operating Mode 19. Feed Water Pump No.2 Selection Switch
23 24 25 26 27 22. Fire in Windbox 21. Control Voltage Selection Switch 11 12 13 Standby - 0 - Automatic - Manual
23. High Temperature In Uptake 14 15 16 17
22. Control Voltage indication Lamp 20. Start/Run - Feed Water Pump No.1
24. Low Combustion Air Flow 23. Lamp Test Button 21. Start/Run - Feed Water Pump No.2
25. Automatic Standby Feed Water Pump Started 24. AUTO / MANUAL Burner Mode 22. Stop - Feed Water Pump No.1
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28 29 30 31 32 26. High Oil Content in Feed Water 14 15

Selection Key Switch 23. Stop - Feed Water Pump No.2
27. Low Oil Flow 25. Sootblower Start/Run 24. Emergency Stop Button
28. Ammeter No.1 Feed Pump 26. Stop Buzzer
33 34 35 36 37 29. Ammeter No.2 Feed Pump 18 19 20 27. Buzzer 16 17
30. Ammeter Fuel Oil Pump No.1 28. Emergency Stop
31. Ammeter Fuel Oil Pump No.2
32. Ammeter Combustion Air Fan 21 22 23 24 18 19
38 39 40 41 42
33. Hour Counter - FW Pump No.1
34. Hour Counter - FW Pump No.2
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35. Fuel Oil Pump No.1

43 44 45 46 47 25 26 27
36. Fuel Oil Pump No.2 20 21
37. Combustion Air Fan 28
48 49 50 51
38. Feed Water Pump No.1 Standby - Off - Manual 22 23
39. Feed Water Pump No.2 Standby - Off - Manual 24
40. Fuel Oil Pump No.1 Mode Selector Standby - Off - Manual
41. Fuel Oil Pump No.2 Mode Selector Standby - Off - Manual
42. Combustion Air Fan Mode Selector Auto - Manual

2.2.2 Boiler Control System Procedure for the Preparation of Boiler Control System Manual (Emergency) Operation Procedure
Maker: Aalborg Sunrod a) Turn on the power switches of the boiler control panel. a) Turn the combustion air fan control switch to MAN.
This system provides operation, control and interlock devices required for b) Check the action of each pilot lamp and buzzer using the buzzer
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Note: The set point for the air/oil combustion controller is, by default, left in
the running of the boiler at a steam pressure of 7.0kg/cm2. It performs the and lamp test switch on the control panel. minimum and must be adjusted to purge, ignite and firing position by hand
automatic and manual operation of the boiler and will give an alarm to warn the operation as described below. See illustration 2.2.2b on the following page for
op
operator if an abnormality occurs during operation of the following modes: c) Supply air to all the control devices. the operation legend for the air/oil combustion controller.
Emergency/Automatic Mode d) Reset the boiler interlock alarm. b) Turn the Automatic/Manual burner selection key switch to the
A key switch located on the boiler (centre) control panel allows the burner to No.1 (emergency) position.
be operated either in Automatic or Manual (emergency) mode. In the manual e) Check that all alarm lamps are out.
(emergency) mode the boiler will be operating with reduced safety interlocks. c) Set TA1 on the air/oil combustion controller to AUTO.
C
With the automatic sequence controller bypassed, the burner must be operated Procedure for Operating the Burner
at the local control position at the boiler top. d) Adjust the air and oil on TA2/TA3 to the PURGE position; this
The Emergency Operation key switch must be in the AUTO position. gives a minimum of 50% air flow.
Normal 7.0kg/cm2 Mode
Note: The air/oil combustion controller will automatically drive the air and Allow the boiler furnace to be purged for a minimum of 60 seconds.
d
In this mode the boiler pressure will start to rise and will follow the actual
oil control valves to the minimum purge and ignition position according to
steam load. If the steam demand decreases, and the boiler steam pressure rises
the activated burner sequence step. WARNING
to the automatic burner stop point, the burner will cut out. The burner will
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remain off until the steam pressure falls to the point of automatic start, which Insufficient purging may cause a dangerous furnace explosion.
For Automatic Mode (steam load determining firing rate) proceed as follows:
is slightly below the pressure set point. An automatic start will be performed
and the boiler pressure will be brought back up to its set point. e) Adjust the air and oil flow on TA2/TA3 to an ignition position
a) Start the combustion air fan on START/RUN if the AUTO-
of approximately 25%.
MAN switch is selected to MANU.
Control Panel
f) Replace the auto flame scanner with the emergency flame
o
The panel contains the controllers, which are electronic microprocessors, and In AUTO the air fan is automatically started and will run for a minimum of 20
scanner.
allow automatic/manual operation of output and set point adjustment of the minutes to avoid more than 3 starts per hour.
following systems: g) Press the pushbutton for OPEN ATOMISING STEAM
Fuel Oil Temperature
This is kept at a steady predetermined value by controlling the steam flow to tr
b) Turn the burner mode switch to START/RUN.
The burner will automatically be started and stopped by a signal from the start/
stop steam pressure switch. h)
VALVE.
Press the IGNITION pushbutton and keep depressed. Check

on
the fuel oil heaters. that the ignition burner is on.
To stop the burner manually select the mode switch to STOP.
Burner Fuel Oil Pressure i) With the pilot ignition operation successful, press the OPEN
OIL VALVE pushbutton, check that the flame indication is
This is required to keep the fuel oil pressure at the desired value and is achieved
given on the local operation panel (yellow indication lamp),
by controlling the recirculation to the suction side of the oil pumps.
the OPEN OIL VALVE pushbutton must only be held in for a
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Boiler Water Level maximum of 5 seconds.
The desired liquid level in the boilers is achieved by controlling the feed water j) With the main burner ignited release both pushbuttons
flow to the boiler. (See section 2.3.3 Boiler Feed Water System.) (IGNITION and OPEN OIL VALVE), check that the main
burner flame is stable. If the flame fails to ignite, the furnace
Atomising Steam Pressure must be purged for a minimum of 60 seconds before a new
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To keep the pressure at the preset value, the steam flow is controlled down- burner ignition start is made.
stream of the control valve.
When the flame is established, supervision is made by the emergency flame
Main Line Steam Pressure scanner. Air/oil flow to the burner can be adjusted by TA2/TA3 on the air/oil
This is achieved by controlling the oil flow and, in accordance with this, the combustion controller to the desired flow rate.
air flow to the burner.

WARNING Illustration 2.2.2b Boiler Air/Oil Combustion Control Panel

In emergency operation the safety interlocks are reduced to TOO LOW
WATER LEVEL and FLAME FAILURE only. Therefore the boiler must
be carefully and continually supervised by the ship’s engineering staff.
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The burner firing can be stopped by turning the Automatic/Manual burner
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selection key switch to the No.2 position, or by pressing the OIL VALVE
CLOSE/STEAM PURGE VALVE OPEN pushbutton for 15 seconds on the
local emergency operation box. The Air/Oil combustion control panel identification legend is given below.
L1
TA1 - Soft key used by the operator to toggle between CASCADE and AUTOMATIC mode.
TA1 L1 - When illuminated indicates that CASCADE mode is in operation.
Boiler Cold Start L2
L2 - When illuminated indicates that AUTO mode is in operation.
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SETPOINT L3 - When illuminated indicates that the boiler is running in Modulation Free mode.
In cold start operations when burner atomising steam and the FO heating steam EXT.
L3 MODULAT.
FREE
are not available, diesel oil fuel is used along with atomising air. + +
L4
TA2 - Soft key used by the operator for fast increase the set point for the air and oil when the
With the HFO/DO crossover valves set for DO operation, the FO low
xd OIL
xd AIR
system is running in AUTOMATIC mode.
d
temperature alarm and trip is inhibited, additionally, the motorised valve for L5 TA2 L4 - When illuminated indicates that TA2 is activated.
RAMPE
the steam supply to the burner from the boiler is locked closed, the burner IN
L5 - Ramp increase in progress.
control and ACC operation reverts to manual. PROGRESS

TA3 - Soft key used by the operator for fast decrease the set point for the air and oil when the
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L6 system is running in AUTOMATIC mode.
TA3
L6 - Ramp decrease in progress.
L7 L7 - When illuminated indicates that TA3 is activated.
AIR / OIL
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CONTROL TA4 - Soft key used by the operator for the selection of AUTO or HAND of the air or oil controller
L8 which is chosen by TA5.
+ + TA4 L8 - When illuminated indicates that AUTO is selected.
L9 L9 - When illuminated indicates that HAND is selected.
AIR OR OIL
tr INT. SETPOINT
L10
L11
TA5
TA5 - Soft key used by the operator for the selection of the AIR or OIL controller.
L10 - When illuminated indicates that the AIR controller is selected.
L11 - When illuminated indicates that the OIL controller is selected.
on
dd2 dd2 - Indicates the set point for the air or oil controller.
AIR OR OIL
PROCESS VALUE
TA6 - Soft key used by the operator for increasing the controller output of the selected control
function, ie., either air or oil as selected by TA5 when the system is in HAND mode as selected by
TA7 TA6 TA4.
dd3 TA7 - Soft key used by the operator for decreasing the controller output of the selected control
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function as previously described for TA6.

dd3 - Indicates the set point for the air or oil controller selected by TA5.
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2.2.3 Sootblowers Illustration 2.2.3a Sootblowing
Auxiliary Boiler Sootblowers Start
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Sootblowing
Maker: Aalborg Industries
No. of sets: 4
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Air supply: 20-30kg/cm2
No.1
Working pressure: 12-15kg/cm2 No.3
Sootblower
Sootblower
No.4 No.1
Air consumption: 14.8Nm3/min Sootblower Sootblower
Blowing time/sequence: 16 seconds
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Sootblowing has to be carried out at regular intervals to ensure that the heat Timer Timer
transfer surfaces are kept clear of deposits, as these retard heat transfer and can
Furnace
constitute a fire hazard.
No.3 No.2
Sootblower Sootblower
Sootblowing should be operated daily when the boiler is in use, bearing in mind
d
the position of the vessel and any local legislation concerning pollution and
clean air. The sootblowers should be operated when leaving port prior to the
Timer Timer
boiler shutting down as the exhaust gas boiler takes over steam production.
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No.4 No.2
Sootblower Sootblower
Before operation, request permission from the bridge and notify the bridge on
No.2 No.3
completion. Smoke Outlet Sootblower Sootblower
Procedure for the Operation of the Auxiliary Boiler
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Sootblowers Timer Timer
a) The boiler should be at a minimum of 50% of full load.
b) Open the air supply valve.

tr No.1
Sootblower
No.4
Sootblower
on
c) Start sootblowing sequence by pressing the sootblower START
pushbutton on the boiler control panel. Sootblower
Nozzles
The sequence is automatic and will consist of either one or two operations of
the sootblowers.
Solenoid Solenoid
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Valves Valves
d) At the completion of sootblowing, shut the master valve.
Note: The main air pressure must be kept in the 20-30kg/cm2 range to
maintain the nozzle pressure at 12-15kg/cm2. An orifice is fitted in the air
Operating Air Pressure
supply line to create a pressure reduction at the nozzle. 12-15 kg/cm2 Air Supply (30 kg/cm2)
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10mm Orifice from Starting Air Receiver

Main via line valve RK134
Key Valve
Air

Illustration 2.2.4a Low Pressure Steam System
Deck Steam
QE5 QE53 QE117 QE140 FO Transfer Trace
Acc. Air Isolating Valve
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Deck FO RE1 FO
PT Conditioning TIC
QE51 Seal FO Minor Tank Settling Tank Service Tank
Unit QE11 QE141 Purifier FO Trace
QE3 QE15 RE2
Main/Generator
op
From QE18 Engine FO
QE157 Calorifier Compressed
Air QE13 Supply Trace RE3
TIC QE135 QE142
QE97 QE81 QE2 QE QE21
Exhaust Main Engine Boiler FO Trace
Boiler QE98 LO 12 RE4
QE19 TIC
QE Settling Tank Acc. Air TIC TIC
QE1 QE137 QE136 QE139
156 Conditioning PT QE20
Unit Compressed QE138
QE55 QE58
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Air To Cargo Air Main Engine
QE158 QE104
Conditioning Oil Tank Jacket
Atmospheric Pump Heating
Condenser Unit (Galley) Tank Water Heater
From Room
QE Compressed Cleaning Heater QE54 QE16 QE57 QE17
Sea Chest QE60 To Main
156 M Air Sludge Tank
Atomising Boiler Engine
QE106 Air Tracing Steam QE79
FO Heater &
d
QE14 QE27 QE56 M Generator QE59
Burner QE4
Atomising QE123 QE123 QE24 M Engine
QE93 QU7
Steam/Air FO Unit
QE6 QE82 QE7 Heaters
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Auxiliary QE23
QE
Boiler QE107 Incinerator QE8
Clean Dirty 114
Emergency
Fire Pump Waste Oil Starboard Main Engine Main Engine
Boiler Bilge Water Air Cooling
Sea Chest Tank For Main Engine LO Chemical Low Sea No.1 LO Purifier Heater QE92 No.2 LO Purifier Heater
Heating QE108 Tank QE65
Incinerator Sump Tank Chest QE7
Coil Clean Tank
QE8 TIC
TIC TIC Trace
o
DO Purifier FO Purifier No.1 FO Purifier No.2 Compressed Heating Scavenge
Air Cascade Main Box Drain
Heater Heater Heater TIC QE QE
Tank QE72 Engine Pipe
26 115
TIC Auxiliary Engine LO FO Pipes
TIC
M tr
TIC
M
QE34 QE85
M
QE36
QE35
QE75
Port High
QE6
QE37 QE86
M
Purifier Heater
QE38
QE40 QE87
M
QE41 QE43 QE88

M
QE44
on
Sea Chest QE42 QE45
QE49 QE48 QE10 To Blow-off QE39
QE28 QE83 QE29 QE31 QE84 QE32 Purifier
Discharge QE124
Pipe No.2 FO Tank (P) No. 1 FO Tank (P) No.1 FO Tank (S) No. 2 FO Tank (S)
QE30 QE33 QE124 Floor (213.3m3)
QE124 To Blow-off Purifier Low (402.7m3) Low (213.3m3) Floor (340m3)
To Blow-off Purifier Discharge Pipe
Discharge Pipe
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FO Drain FO Overflow Stuffing Box

Tank (6.1 m3) Tank (21.3 m3) Drain Tank
FO Sludge LO Sludge
Key Tank (21.1 m3) Tank (21.1m3)
TIC TIC TIC TIC
Saturated Steam
QE154 QE151 QE148 QE145
Condensate
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QE131 QE132 QE133 QE134

Air
QE153 QE150 QE147 QE144
Electrical Signal QE50 QE122
QE152 QE149 QE146 QE143
Instrumentation
QE61

2.2.4 Low Pressure Steam System • Sea chest clearing

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

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

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

When the load from the main engine has increased to normal, the exhaust gas
f) Open root valves for all instruments and controls connected to boiler can now generate sufficient steam to supply the vessel’s services. The
the boiler. auxiliary boiler firing is then stopped.
g) Open the vent valve at the boiler top.

Illustration 2.3.2a Heating Drains System

Exhaust Key
Boiler Deck Water
Burner Air Conditioning Galley Seal
Trunking Air Conditioning Saturated Steam
y
Drain
Auxiliary FO FO
SL31 Boiler Settling Tank Service Tank From Cargo
Oil Tank
LS Heating Condensate
op
SL71 Main Engine LO
Settling Tank
Tank
Cleaning Heater
Upper Deck SL22 SL24

SL32 Upper Deck No.2 Fuel Oil Tank (Port) No.1 Fuel Oil Tank (Port)
SL36
C
SL17
SL29 SL9 SL9
SL SL SL
6 43 8
d
SL4 SL SL SL
48 44 7
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SL1
SL SL SL
11 54 12
SL16 Sludge Oil Tank
Calorifier For Incinerator
Main Engine Jacket Heater
DO Purifier SL33 SL34
SL SL SL Water Heater
10 53 13 Heater FO Purifier FO Purifier
No.1 Heater No.2 Heater
o
SL2
SL20
SL23
SL19
From Steam
Dump
Controler SL52
Main Engine and
Generator Engine FO Heaters
tr SL37
Auxiliary
Engine
SL38
LO Purifier
SL46
LO Purifier
on
LO Purifier No.1 Heater No.2 Heater
Atmospheric
Condenser Heater
SL27 SL28
Main Engine SL30
Fuel Oil Trace Heating
SL3
FO Transfer
Main Engine Trace Heating SL15 SL41 SL18
Observation and Generator Engine
Tank Cascade Fuel Oil Trace Heating
nc
Boiler FO Incinerator Sludge Tank,

Tank
Heater etc. FO Trace Heating
Cascade/Filter Main
Boiler FO Minor Fuel
Tank Engine
Trace Heating Purifier Oil Tank
FO Trace Heating
SL70 SL76 SL77
SL14 SL25 SL26
SL42 SL78
L.O
U
SludgeTank
SL50
SL68 SL50
SL69 Stuffing Box FO FO FO
Drain Tank Overflow Tank Drain Tank Sludge Tank No.2 Fuel Oil No.1 Fuel Oil
SL21 SL27
Tank (Starboard) Tank (Starboard)
Air Cool Main Engine

Clean Tank Bilge Water Tank LO Sump Tank

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

Illustration 2.3.2a Heating Drains System

Exhaust Key
Boiler Deck Water
Burner Air Conditioning Galley Seal
Trunking Air Conditioning
y
Drain
FO FO Saturated Steam
Auxiliary
SL31 Boiler Settling Tank Service Tank From Cargo
Oil Tank
LS Heating Condensate
op
SL71 Main Engine LO
Settling Tank
Tank
Cleaning Heater
Upper Deck SL22 SL24

SL32 Upper Deck No.2 Fuel Oil Tank (Port) No.1 Fuel Oil Tank (Port)
SL36
C
SL17
SL29 SL9 SL9
SL SL SL
6 43 8
d
SL4 SL SL SL
48 44 7
lle
SL1
SL SL SL
11 54 12
SL16 Sludge Oil Tank
Calorifier For Incinerator
Main Engine Jacket Heater
DO Purifier SL33 SL34
SL SL SL Water Heater
10 53 13 Heater FO Purifier FO Purifier
No.1 Heater No.2 Heater
o
SL2
SL20
SL23
SL19
From Steam
Dump
Controler SL52
Main Engine and
Generator Engine FO Heaters
tr SL37
Auxiliary
Engine
SL38
LO Purifier
SL46
LO Purifier
on
LO Purifier No.1 Heater No.2 Heater
Atmospheric
Condenser Heater
SL27 SL28
Main Engine SL30
Fuel Oil Trace Heating
SL3
FO Transfer
Main Engine Trace Heating SL15 SL41 SL18
Observation and Generator Engine
Tank Cascade Fuel Oil Trace Heating
nc
Boiler FO Incinerator Sludge Tank,

Tank
Heater etc. FO Trace Heating
Cascade/Filter Main
Boiler FO Minor Fuel
Tank Engine
Trace Heating Purifier Oil Tank
FO Trace Heating
SL70 SL76 SL77
SL14 SL25 SL26
SL42 SL78
L.O
U
SludgeTank
SL50
SL68 SL50
SL69 Stuffing Box FO FO FO
Drain Tank Overflow Tank Drain Tank Sludge Tank No.2 Fuel Oil No.1 Fuel Oil
SL21 SL27
Tank (Starboard) Tank (Starboard)
Air Cool Main Engine

Clean Tank Bilge Water Tank LO Sump Tank
Final Draft No.1. July 2008 Heading - Page x of x

2.3.2 Heating Drains Systems a) Ensure that the pressure gauges and instrumentation valves are Illustration 2.3.2b Heating Drains Bypassing the Atmospheric Condenser
open.
Exhaust
Description b) Set up the valves for the services required as in the following
Boiler
Burner
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Drain
table: Auxiliary
Condensate from the auxiliary steam services is returned to the cascade/fliter SL31 Boiler
tank via the LT cooled atmospheric condenser. After passing through the
Position Description Valve
op
atmospheric condenser the condensate first passes into an observation tank SL71
before flowing into the main body of the cascade/filter tank. The condensate is Open Atmospheric condenser outlet valve SL3
then returned to the feed water system. Operational Atmospheric condenser inlet swing check valve SL4
SL32
Open Manifold drain valve from boiler heating and SL48 SL36
As there is a possibility of contamination from hydrocarbons from the oil accommodation air conditioning heater units
heating services, the drains are segregated and checked in the observation tanks Open Manifold drain valve from deck seal, calorifier and SL44
C
before returning to the system via a sight glass and an oil monitoring detector main engine jacket water heater Clean Drains (Air Conditioning Heaters)
unit.
Open Manifold drain valve from FO service and settling SL12 Clean Drains
tank heating (Main Engine Jacket Water Heater)
All services can return to the cascade/filter tank through the atmospheric SL SL SL
(Calorifier, Deck Seal)
condenser, or in the interest of efficiency, the clean drains can if necessary be Open Manifold drain valve from cargo tank heating SL1 6 43 8
d
led directly to the cascade/filter tank to maintain the operating temperature of system Clean Drains
(Cargo Tank Cleaning Heater)
the feed water. Hot feed water means that less heat needs to be imparted in the Open Manifold drain valve from cargo tank cleaning SL7 SL4 SL
48
SL
44
SL
7
boiler to generate steam, but it also means that there is less risk of gases from heater Dirty Drains
lle
SL1 (Cargo Oil Tank Heating)
the atmosphere dissolving in the feed water. A major cause of boiler corrosion Open Drain valve from purifier heaters, double bottom SL11 SL SL SL
is due to the action of oxygen and the less oxygen which dissolves in the boiler tanks and FO storage tanks 11 54 12
SL16 Dirty Drains
(Main Engine LO Settling Tank)
feed water the less feed water treatment is required. The cascade/filter tank is Open Drain valve from main engine and generator engines SL54 SL SL SL Dirty Drains
fitted with a temperature controlled steam injection line; the cooling supply FO and auxiliary services and LO settling tank 10 53 13 (HFO Settling and Service Tank Heating)
from the LT line into the atmospheric condenser has no temperature control. Open Drain trap inlet and outlet valves on the FO SL2
o
Dirty Drains
system steam tracing return at the condensate return (Purifiers and
If it is necessary for the atmospheric condenser to be bypassed for maintenance manifold area Tank Heating)
purposes, the oil heating drains should be directed to the observation tank,
while the other services which can be considered as clean drains can be led
directly to the cascade/filter tank. The illustration 2.3.2a above shows the
flow of condensate returns into the observation tank via the atmospheric
condenser. The illustration 2.3.2b shows the crossover line configuration if
tr
c) The various services can now be put into operation as required,
by opening the associated drain trap inlet and outlet valves.
Atmospheric
From Steam
Dump
Controler
Dirty Drains
(Main Engine and
Generator Engine
FO Heaters)
on
Excessive temperature at the cascade/filter tank would indicate a defective Condenser
the atmospheric condenser is bypassed with the returns from the oil tanks and drain trap. Services should be isolated in turn until the defective trap is located. Dirty Drains
heaters being directed to the observation side of the tank and the clean drains A defective drain trap may be detected by the high outlet temperature from the SL3 (FO Trace Heating)
directed to the cascade/filter side of the tank. drain trap (the outlet pipe will be very hot). A drain trap is designed to only
allow condensate to pass, thus all steam will be condensed in the heating coil Observation
If the atmospheric condenser is shut down for maintenance purposes at sea, or heater and the efficiency of the system will be at maximum. If a drain trap
Tank Cascade
Tank
Main Engine
it will not be possible to have the steam dump operational as there will be no
nc
Cascade/Filter and Generator Engine

is defective it will allow steam to pass thereby reducing the efficiency of the Tank Fuel Oil Trace Heating
cooling on the condenser. heating operation and increasing the outlet temperature from the steam trap.
Boiler FO
Heater
Boiler FO
Trace Heating
Procedure for Preparing the Drains System for Operation

SL14
It is assumed that the LT cooling system is in operation and the inlet and outlet
U
Key
valves on the atmospheric condenser are open and the cooler is vented.
Saturated Steam
Position Description Valve Condensate

Open Atmospheric condenser cooling water inlet valve QB97
Open Atmospheric condenser cooling water outlet valve QB97

Illustration 2.3.3a Boiler Feed Water System Clean Drains

(From Boiler) Clean Drains (Air Conditioning Heaters)
Clean Drains
(Deck Seal, Calorifier Heater
QE97 and Main Engine Jacket
QE157
y
Water Heater)
QE98
QE156 SL SL SL
6 43 8
Clean Drains
op
RL27 RL28 To Exhaust Boiler (Cargo Tank Cleaning Heater)
LC LI LI Heating Coil SL SL SL
From Chemical SL4
48 44 7
Dosing Station
RL29 QE104 SL1 Dirty Drains

Exhaust Gas SL SL SL (Cargo Oil Tank Heating)
Boiler 900kg/h QE158
11 54 12
gamma/4
Error Pause Stop Relais
Minimum
120
Manual Contact Flow
gamma/4
Minimum
120
Manual Contact Flow
SL16
60 50 40 60 50 40
QE106
70 30 70 30
80 20 80 20
QE156
90 10 90 10
100 100
P P
C
Start Start
Stop Stop
SL SL SL Dirty Drains
10 53 13 (HFO Settling and Service Tanks,
From Chemical RL32 PT Main Engine LO Settling Tank Heating)
Dosing Station
RL30 RL30 LC LI LI SL2
QE3 Dirty Drains
(Purifiers and
RL Tank Heating)
gamma/4
Minimum
120
Manual Contact Flow
gamma/4
Minimum
120
Manual Contact Flow 32 QE81
d
60 50 40 60 50 40
70 30 70 30
80 20 80 20
90 10 90 10
100 100
To Sample P
Start
Stop
P
Start
Stop
QE2 Dirty Drains
Cooler (Main Engine and
QE1 Generator Engine
Auxiliary Boiler FO Heaters)
18,000kg/h
To Steam
lle
Dirty Drains
System (FO Trace Heating)
Dump Steam Dirty Drains
(From Boiler FO Heater
Atmospheric and Trace Heating)
Condenser
RL38 RL38 SL3

From
o
Boiler Distilled
To Sample Water Tank
Cooler QG23 QG24
RL42
tr RL16
LT Cooling
Water
QB97
QB97
SL5 Observation
Tank Cascade TI
on
Tank
LAL
Cascade/Filter
To Clean
Tank LI
Bilge Tank RL1
RL46
nc
RL5
RL4
PS
RL11 RL10 To Forward
Port Bilge Well
No.2 RL20 No.1
Key
U
RL7 RL6
No.2 No.1 Feed Water
PI PI
Exhaust Boiler
Port Side Aft PI Feed Water Pumps PI PI PI Fresh Water
Auxiliary Feed
2.2m3/h x Water Pumps
RL9 11kg/cm2 RL8 RL3 RL2
24m3/h x Steam
RL13 RL12 13kg/cm2
LT Cooling Water

2.3.3 Boiler feed System Procedure for Preparing the Auxiliary Boiler Feed System for Procedure for Preparing the Exhaust Gas Boiler Feed System
Operation for Operation
Auxiliary Boiler Feed Water Pump
Maker: Grundfos a) Ensure that the pressure gauge and instrumentation valves are a) Ensure that the pressure gauge and instrumentation valves are
y
Model: CR32-5-2-A-F-A-E-EUBE open. open.
No. of sets: 2
b) Set up the valves as in the following table. b) Set up the valves as in the following table.
op
Capacity: 24m3/h x 13kg/cm2
Position Description Valve Position Description Valve
Exhaust Gas Boiler Feed Water Pump
Open Feed pump suction valve from cascade/filter tank RL1 Open Feed pump suction valve from cascade/filter tank RL1
Maker: Grundfos
Open No.1 auxiliary boiler feed pump suction valve RL2 Open No.1 exhaust gas boiler feed pump suction valve RL8
Model: CR2-110-A-F-A-EUBE
Open No.1 auxiliary boiler feed pump recirculating RL4 Open No.1 exhaust gas boiler feed pump discharge valve RL10
C
No. of sets: 2 valve Open No.2 exhaust gas boiler feed pump suction valve RL9
Capacity: 2.2m3/h x 11kg/cm2 Open No.1 auxiliary boiler feed pump main feed RL6 Open No.2 exhaust gas boiler feed pump discharge valve RL11
discharge valve Open Exhaust gas boiler feed inlet valves RL28
Open No.2 auxiliary boiler feed pump suction valve RL3 RL29
Description
d
Open No.2 auxiliary boiler feed pump recirculating RL5 Open Feed water treatment valves
The boiler feed system is the section of the steam generating plant which valve
circulates feed water from the cascade/filter tank into the steam drum of the Open No.2 auxiliary boiler feed pump main feed RL7 c) For initial start only, shut the discharge valve of the selected
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oil fired auxiliary boiler via the auxiliary feed water pumps and the feed water discharge valve feed pump.
regulator, and to the exhaust gas boiler via its feed water pumps. The feed water Open Crossover between main and auxiliary feed line RL20
flow to the oil fired auxiliary boiler is automatically controlled by the feed Open Feed regulator inlet valve RL16 d) Start the pump and slowly open the discharge valve until the
water regulating valve in proportion to the variation in water level in the steam discharge line reaches working pressure. Set the pump to
Operational Feed water regulator RL42
drum. The exhaust gas boiler does not have a feed water regulator, instead, automatic operation.
o
its level is regulated by the automatic starting and stopping of an exhaust gas Open Main feed check valves RL32
boiler feed pump. The automatic and standby selection for the pumps is made Open Feed water treatment valves e) At the exhaust gas boiler control panel switch the remaining
at the exhaust boiler control panel. Closed Auxiliary feed check valves RL32 pump to standby.
Two auxiliary boiler feed pumps take suction from the cascade/filter tank and
supply the oil fired auxiliary boiler at a rate of 24m3/h at 13kg/cm2. Each tr
c) For initial start only, shut the discharge valve of the selected
feed pump.
Water Sampling and Treatment System
on
pump returns a small proportion of the discharge back to the cascade/filter tank
through an orifice, this prevents the pump overheating when the feed water The auxiliary boiler and exhaust gas boiler are each provided with a sample
d) Start the pump and slowly open the discharge valve until the
regulator is closed and when the boiler is on low load. cooler where a representative sample of the boiler water is obtained. The
discharge line reaches working pressure.
sample coolers are cooled by the domestic fresh water system, the cooling
In normal operations feed water is supplied to the oil fired auxiliary boiler outlet is drained to the scupper line in the boiler save-all. Before a sample
e) Check the operation of feed regulating valve.
through the feed water regulator, although in an emergency, feed water can is taken, ensure the cooling water is passing through the cooler. With the
cooling on, open the sample drain line valve at the bottom of the cooler, then
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be supplied to the boiler using a separate auxiliary line except this line has no f) Fill the boiler to its working level.
regulation capability. The standby feed pump will cut in automatically on the slowly open the boiler shell sample valve. Allow sufficient boiler water to pass
failure of a running unit. through the cooler before the sample is taken. Ensure the boiler shell sample
g) At the boiler control panel switch the remaining pump to
valve is closed before shutting the cooling water supply. The sample is tested
standby.
The two exhaust gas boiler feed pumps take suction from the cascade/filter on a daily basis using the chemical supplier’s test kit.
tank and supply the exhaust gas boiler at a rate of 2.2m3/h at 11kg/cm2. The boiler can now be brought into operation.
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Two chemical dosing units are provided for each boiler system. They inject
Boiler water chemical treatment is administered by injecting directly into into the feed supply lines to the boiler using metering pumps which take
the boiler feed water supply lines using two chemical dosing units for each suction from the associated self-contained chemical tank. The tank is charged
boiler. with chemicals on a daily basis depending upon the results of the daily boiler
water test and according to the manufacturer’s instructions.

Connection to Sewage
Illustration 2.4.1a Main and Auxiliary Sea Water Systems To/From Deck Valve Hydraulic System
Treatment Tank
RD23 RD20
Emergency Hand Pumps
To Deck Seal To Fresh Water (Mid Deck Level Forward)
y
Sea Chest Deck Seal Fresh Water Generator
Vent Line Sea Water QA25 QA24 Generator
Steam Blow QE115 QT58 Pumps 3m3/h Ejector Pump
Connection 62m3/h
op
TG13
QA15
Sea Chest
QA14 TG14 Vent Line
QA27 QA2 To Fire Hydrant
From System QD12 To Bilge Pump
High Sea Chest QD28 QD27 QT58 QE114
Fresh QA1 Steam Blow
To Sludge
Water QA28 Connection
QD26 Pump
C
Tanks TT
QD37 QD39 Low
Sea Chest QA43
Locked Closed QD26
QD95
QD25 Locked QA8 QA29
Closed Bilge, Ballast and No.1
Fire Pump Central
d
QD23 160/280m3/h Cooler TI
Locked
QD31 Closed QA42
Main Fire Pump QA9
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QD30 QD35 QD34
160/280m3/h
To/From QD32 QD33

Aft Peak QD42
QD40 QD29
QA11
o
QD45 No.2
QA38
Central
Cooler
QD20
tr Bilge Main
Suction
QA7
1
QA21
Main Cooling
Sea Water Pumps
300m3/h
QA42
TI
QA10
on
QA37
2
Direct Bilge Suction QA6 QA20
Port Forward Well
nc
QA36
Key
3
QA5 QA19
Sea Water Priming
RK133 Unit To IGG Unit
LT Cooling Water QA23
U
Inert Gas Direct Bilge

Bilges
Scrubbing Injection
Pump QA17
Air
280m3/h
Hydraulic Oil
QA16 QA32 QA39 QA18
Cross Connection
Fire Hydrant Line
From Fire Pump

2.4 Sea Water Systems To allow for automatic changeover, pumps must be selected for AUTO which is carried throughout the sea water system. The floc forms a thin coating
CHANGE at its respective main switchboard group starter control panel. on all surfaces in the sea water system and this has the effect of preventing
2.4.1 Main and Auxiliary Sea Water Systems corrosion. The MGPS thus controls marine growth and corrosion in the entire
Note: When the pumps are set for AUTO CHANGE, the standby pump will sea water system but the correct current must be applied to the electrodes in
y
automatically cut in on failure of a running pump or if the system pressure is order to produce the desired effect for the water flow through the system.
Sea Water Pumps too low. However, if the duty pump is stopped on command (or inadvertently)
Main Cooling Sea Water Pump from any of its start/stop positions, then the standby pump will not start as The current at the electrodes must be adjusted within the normal operating
op
the control system will recognise the shutting down of the pump as a human range for the sea water flow through the sea suction chest and a daily check
Maker: Shinko should be made to ensure that the correct current is applied.
command function and not a system failure. It is not necessary to have the
Model: SVS250M duty pump set in MANUAL mode when it is in operation.
No. of sets: 3 The main cooling sea water pumps discharge to the low temperature system
Capacity: 300m3/h x 2.5kg/cm2 All pumps take suction from a common sea water suction crossover main, fresh water coolers and then through the overboard valve. A backflushing
using either the low (starboard) suction or the high (port) suction. The low system is provided at the coolers in order to remove debris from the coolers so
C
suction will normally be in use at sea, or when surface contamination, such as that operational efficiency may be maintained.
Inert Gas Scrubber Pump weed, is present. It will also be in use in light ballast conditions when ingress
of air is likely. The high suction will be used when in silted or shallow water No.3 main CSW pump has a direct emergency bilge suction via valve QA23,
Maker: Shinko this valve in normal operations is maintained in a closed and locked position
conditions. Both sea chests are fitted with vent lines and ship side isolating
Model: RVP200M valves, the isolation valve should be open when the sea chest is in service. A by a chain and breakable seal. This bilge suction line is also fitted with an air
d
No. of sets: 1 suction strainer is fitted at both suctions, the suction strainer lid also houses operated priming unit.
Capacity: 280m3/h x 3.5kg/cm2 the MGPS elements. Steam and air connections are provided at the sea chests
for weed clearing. The pumps are started and stopped locally, or remotely from the ECR at the
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respective group starter panel on the main switchboard. Pressure switches
Deck Seal Sea Water Pump The ship side sea suction valves are hydraulically operated, they are supplied on the discharge side of the pumps operated the start signal for the selected
from the cargo and ballast valve hydraulic system. Operation of the valves is standby pumps.
Maker: Shinko
normally carried out via a selection switch in the ECR on the main console, the
Model: HJ40M
valve actuator switch on the console has OFF, OPEN and CLOSE positions, Procedure for Operation of the Sea Water Crossover Main
o
No. of sets: 2 the switch is turned to the relevant position in order to open or close the valve.
Capacity: 3.0m3/h x 2.5kg/cm2 When the valve has reached its full movement, the switch is turned to the OFF The description assumes that the low (starboard) suction is to be used.
position. An illuminated indicator shows when a sea suction valve is open
Marine Growth Prevention System

Maker: Jotun tr
(green) or closed (red).
Additionally, there is an emergency hand pump unit for each valve located
a) Ensure that the sea chest vent line valve is open. With the cargo
and ballast hydraulic power pack in operation, open the low sea
suction hydraulic valve QA28 by moving the valve selection
on
adjacent to the spare cylinder liner on the lower platform forward. The remote switch to the OPEN position. When full travel of the valve has
Model: Cuproban
hand pump unit has an operating positioner with positions for OPENING, taken place the indicator light will show green, set the switch to
Type: Electrolysis of sea water CLOSING and LOCKED. If the valve is to be opened, the position lever is the OFF position. Locally open the low suction strainer outlet
turned to the OPENING position and the hand pump operated until resistance valve QA1. Vent the low sea suction strainer.
to pumping is felt, verify the valves position locally, or, via the illuminated
Main System
indicator on the engine control room console. When the valve is fully open or b) Ensure that the high sea suction valve QA27 and the high
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closed, the positioner is turned to the LOCKED position so that the valve will suction strainer valve QA2 are both closed.
The main cooling sea water system is supplied by three main cooling sea water
not move.
pumps, one would normally be in use when the sea water temperature is less
than 24°C, above this figure two pumps are require for operation, the third pump c) The sea suction crossover main is now operational.
The sea water suction chests are each provided with electrodes for the Marine
will then be acting as standby. One pump will be selected as the duty pump and
Growth Prevention System (MGPS), the electrodes for a particular sea suction
another will act as the standby pump; the standby pump will start automatically Note: The sea suction strainers must be cleaned at frequent intervals whenever
chest, the port or starboard, must be operating whenever that sea chest is in use.
U
in the event of the duty pump failing to maintain the desired sea water supply the pressure drop across the strainer increases to a predetermined level.
The operating set of electrodes is selected and put into service at the MGPS
pressure, or the running pump fails. When a pump is started the next numbered
control panel which is located on the port side, forward at the bottom platform
pump is automatically selected as standby if it is available; ie, if No.1 pump
level. The MGPS uses copper and aluminium electrodes; copper acts as an
is started, No.2 pump is automatically selected as the standby pump. The
anti-fouling electrode and aluminium acts as an anti-corrosion electrode. The
selection of a pump for standby is indicated by the ‘Standby’ indicator lamp
electrodes release ions into the sea water and these have the effect of destroying
being illuminated on the pump control panel at the main switchboard.
marine organisms. The ions dissolve in the sea water to form a gelatinous floc

Connection to Sewage To/From Deck Valve Hydraulic System

Illustration 2.4.1b Backflushing a Central Cooler Treatment Tank
RD23 RD20
y
Sea Chest Deck Seal Generator
Vent Line Fresh Water
Sea Water QA25 QA24
Generator
Pumps 3m3/h
Ejector Pump
TG13
op
62m3/h
QA15
Sea Chest
QA14 TG14 Vent Line
From System QD12 To Bilge Pump
High Sea Chest QD28 QD27
Fresh QA1
To Sludge
Water QA28
QD26 Pump
Tanks
C
QD37 QD39 Low
TT Sea Chest QA43
Locked Closed QD26
QD95 Locked
QD25
Closed QA8 QA29
Bilge, Ballast and No.1
Fire Pump Central
d
QD23 160/280m3/h Cooler TI
Locked
Closed
QD31 QA42
Main Fire Pump QD30 QD35 QD34 QA9
lle
160/280m3/h
To/From QD32 QD33

Aft Peak QD42
QD40 QD29
QA11
o
QD45 No.2
QA38
Central
Cooler
1 TI
QD20
tr Bilge Main
Suction
QA7 QA21
Main Cooling
Sea Water Pumps
300m3/h
QA42
QA10
on
QA37
2
Direct Bilge Suction QA6 QA20
Port Forward Well
nc
QA36
Key
3
QA5 QA19
Sea Water Priming
RK133 Unit To IGG Unit
QA23
LT Cooling Water
U
Inert Gas Direct Bilge

Bilges Scrubbing Injection
Pump QA17
Air 280m3/h
Hydraulic Oil
QA16 QA32 QA39 Cross Connection
QA18
Fire Hydrant Line From Fire Pump

f) Vent the central coolers to ensure a full flow of sea water c) Sea water leaving the cooler which is operating normally (in
CAUTION through each cooler. this example No. 2 cooler) cannot flow directly overboard as
Before cleaning the suction strainers, check for pressure at the vent to the backflushing system valve QA43 is closed. This water flows
prove the vent is clear, then isolate the strainer by closing the inlet sea g) In the ECR stop the running sea water pump then set the into the cooler being backflushed (in this example No.1 cooler)
y
valve and the strainer outlet valve. Check the vent again, if it indicates selection switch for all three pumps to the AUTO CHANGE through that cooler’s sea water outlet pipe and leaves the cooler
that the valves are tight, slacken the filter cover securing bolts without position. Restart the duty pump. through the inlet connection. The backflushing water flows to
removing them. Break the joint. If the valves again prove tight remove the overboard discharge valve via the cooler backflushing valve
op
the cover. h) Start the Marine Growth Prevention System operating for the QA42.
working sea chest. It is essential that the MGPS is only operated
for a sea chest when water is flowing through that sea chest. d) When backflushing is complete open the cooler’s inlet valve
Procedure for Operation of the Cooling Sea Water System
QA9, open the backflushing system valve QA43 and close the
Note: The MGPS electrodes are provided with a wear detection system cooler backflush valve QA42.
a) Ensure that the sea water crossover main is operating as
C
described above: either the low or high sea suction may be which will show when the electrodes require replacing. The detection system
provides a time-out period after the wear indicator is activated and this time- e) The other cooler may be backflushed if required.
used.
out period gives approximately 8 weeks of continuous operation before the
b) Set up valves as shown in the following tables. control system trips the circuit breaker which shuts down the MGPS panel. Auxiliary Sea Water Systems
It is essential that the operator takes action to obtain replacement electrodes
d
as soon as the wear indicator lamp on the control panel is activated. Should Other sea water systems taking suction from the main sea suction line are:
the worn electrode not be replaced or isolated during the time-out period the
Open No.1 main CSW pump suction valve QA7 MGPS panel will trip and the system become inoperative. • Main fire pump
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Closed No.1 main CSW pump discharge valve QA38
• Bilge, ballast and fire pump
Open No.2 main CSW pump suction valve QA6
Procedure for Backflushing of the Central Coolers • Main bilge pump
Closed No.2 main CSW pump discharge valve QA37
Open No.3 main CSW pump suction valve QA5 • Sludge pump
The central coolers are backflushed when the pressure drop across the cooler
Closed No.3 main CSW pump bilge suction valve QA23 increases to an unacceptable level. The pressure drop will increase when debris • Inert gas scrubber supply pump
o
Closed No.3 main CSW pump discharge valve QA36 becomes lodged in the sea water channels of the cooler and the inline filter, • Deck water seal pumps
Open No.1 central cooler inlet valve QA9 this debris must be removed in order to restore the operational efficiency of
the cooler. Backflushing is the forcing of sea water backwards through the • Fresh water generator ejector/feed supply pump
Open
Closed
Closed
No.1 central cooler outlet valve
No.2 central cooler inlet valve
QA8
QA10
QA11
tr
cooler from the normal cooler outlet pipe to the normal cooler inlet pipe. In
the backflushing operation the sea water flow through the coolers is acting
in a series configuration. Sea water from the outlet pipe of the cooler which
The scrubber pump supplies the inert gas scrubber with a backup supply taken
from the bilge, fire and ballast pump or main fire pump.
on
Open Discharge valve from coolers to overboard line QA43 is operating normally is forced backwards through the other cooler being
Closed Cooler backflush valves QA42 backflushed, the sea water is then discharged overboard. The deck seal pumps supply the inert gas deck seal on deck. One pump
is normally selected as the duty pump and the other pump is selected for
Open Overboard discharge valve QA29
Each central cooler has a backflush water valve QA42; a single valve QA43 automatic standby; the standby pump will cut in automatically should the duty
Closed Sewage treatment unit supply valves (located at RD20 pump fail to maintain the desired pressure in the system. The pumps are started
is used to redirect the water flow through the other cooler rather than directly
the treatment tank) RD23 and stopped manually from the local starter box or from the IGG room.
overboard. The illustration above shows an example of backflushing No.1
nc
cooler; valves which are shaded in grey in the diagram are closed.
The above valve settings assume that No.1 central cooler is to operate but the
valves for No.2 central cooler may be opened if that cooler is to operate when
a) With the main cooling sea water circulation system operating
the sea water temperature is above 25°C.
normally open the cooler backflushing valve QA42 for the
cooler being backflushed (in this example No.1 cooler) and
c) Ensure all pressure gauge and instrumentation valves are open.
close the normal sea water inlet valve to the same cooler being
U
backflushed; valve QA9 for No.1 central cooler.

d) Start one main cooling sea water pump locally with the
discharge valve closed, then slowly open the discharge valve.
b) Close the cooler backflush system valve QA43.
e) Open the other main cooling sea water pump discharge valves.

2.4.2 Sea Water Service System The main fire pump is normally set up for foam and fire main service, with the
discharge and suction valves normally open. The bilge, ballast and fire pump
The following pumps supply the auxiliary sea water services: is used to ballast/deballast the aft peak and supply the deck wash system. By
manipulation of crossover valves, both pumps can perform similar duties.
y
Bilge, Ballast and Fire Pump
Maker: Shinko Under emergency conditions were the safety of the ship is at risk due to
flooding in the engine room the pumps can be used to transfer bilge water from
op
Model: RVP200MS, self-priming
the bilge wells directly overboard, from either the common bilge main or via
No. of sets: 1 the direct suction in the port forward bilge well. The bilge suction valves on
Capacity: 160/280m3/h at 11/4.5kg/cm2 each pump are normally locked closed. The pumps can also provide a backup
supply for the inert gas scrubber system. Both pumps can supply or draw from
Main Fire Pump the aft peak ballast tank.
C
Maker: Shinko
The pumps take suction from the sea water suction crossover main.
No. of sets: 1 Additionally, there is a connection via valve QD95 which allows either of the
Capacity: 160/280m3/h at 11/45kg/cm2 two pumps to draw from the aft FW tanks when it is necessary to supply fresh
d
water for cargo tank washing/cleaning operations.
Illustration 2.4.2a Auxiliary Sea Water System
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To/From Deck Valve Hydraulic System

Sea Chest Deck Seal Generator
Vent Line Sea Water QA25 QA24 Fresh Water
Pumps 3m3/h Generator
Ejector Pump TG13
o
62m3/h
QA15
Sea Chest
QA14 TG14 Vent Line
QD12
From
Fresh
High Sea Chest
Locked
QD28
QD37
QD27
tr System To Bilge Pump
QD26
QD39
To Sludge
Pump
QA1
Low
QA28
on
Water Closed Sea Chest
QD26
Tanks Locked
QD25
Closed
QD93 Bilge, Ballast and
Fire Pump
QD94 QD23 160/280m3/h
QD95 Locked
Closed
QD31
Main Fire Pump QD30 QD35 QD34
nc
160/280m3/h
To Main Sea Water
Cooling Pumps Key
To/From QD32 QD33 and IGG Scrubber Pump
Aft Peak QD42 Sea Water
QD40 QD29
Bilges
Hydraulic Oil
U
QD45
Cross Connection Fire Hydrant Line
From Fire Pump
QD20 to IGG Scrubber Line
Bilge Main
Suction QA18
Direct Bilge Suction

Port Forward Well

Illustration 2.4.3a Engine Room Ballast System
From From
Starboard Port Fresh Water
y
Fresh Water Tank
Tank To/From Deck Valve Hydraulic System
op
QD93
QD94
Emergency Hand
Port Aft QD95
Pumps
(Mid Deck
Upper Platform Level Forward)
C
To Deck Seal To Fresh Water
To Fire Hydrant Generator
System
QA25 QA24
TG13
Sea Chest
Vent Line QA15
d
Deck Seal QA14 TG14 Fresh Water
Sea Water Sea Chest
Generator
Pumps 3m3/h Vent Line
Ejector Pump
lle
62m3/h
QA27 QA2
QD12 To Bilge Pump
To Sludge QA1
QA28
QD26 Pump
QD37 QD39 Low
o
Sea Chest
QD26
QD25
Bilge, Ballast and
To/From
Aft Peak tr
QD31
QD23
Fire Pump
160/280m3/h
To Main Sea Water Pumps
and Inert Gas Generator
Sea Water Cooling Pump
on
Main Fire Pump QD30 QD35 QD34
160/280m3/h
QD40 QD42
QD32 QD33
QD29
nc
QD45
Emergency Sea Water Supply

QD20
to IGG Unit From Fire Pumps
Key
Bilge Main
Stern Tube Suction QA18 Sea Water
QD4
U
Cooling Water QD6

Tank Bilges
Port Forward Well
Hydraulic Oil
QD41 QD16
Aft Bilge Clean Bilge Tank Fire Hydrant Line
Well

2.4.3 Engine Room Ballast System Main Fire Pump Position Description Valve
Position Description Valve Closed Discharge valve to ballast main QD42
The aft peak tank can be used as a ballast tank, it is used in conjunction with
the main ballast system to trim the vessel. It can also be used during certain Open Aft peak ballast tank suction/filling valve QD40 Closed Discharge valve to fire main QD39
Open Discharge to overboard QD33
y
loaded conditions to provide optimum trim for efficient operation of the main Closed Bilge main suction valve QD25
engine. Open Sea suction valve QD28 Open Overboard discharge valve QD45
Closed Discharge valve QD30
op
The aft peak tank is serviced by the bilge, ballast and fire pump with the main c) Start the bilge, ballast and fire pump.
Open Discharge valve to aft peak tank QD29
fire pump available, if required. The aft peak tank has a filling/suction valve,
which is normally used during ballast operations. Closed Discharge valve to fire main QD37 d) Open the discharge valve QD34 slowly until the discharge
Closed Discharge valve to overboard QD32 piping is pressurised.
Closed Discharge valve to inert gas scrubber cooling QD20
Procedure for Ballasting/Deballasting the Aft Peak Tank system e) Empty the aft peak tank, taking care that the pump is not run
C
Ballasting Closed Fresh water suction run down to bilge, ballast QD95 dry.
a) Ensure that the transmitters for the remote reading gauges are in and fire pump (ensure that the spectacle
blank isolating the fresh water tanks is in the f) Shut the pump discharge valve and stop the pump and close all
operation.
CLOSED position.) valves.
d
b) Ensure that the sea water suction crossover main is operating.
d) Start the main fire pump. Main Fire Pump
c) Set up the valves as shown below. All valves are initially in the
e) Open the discharge valve QD30 slowly until the discharge Position Description Valve
lle
closed position including fire main valves.
piping is pressurised. Open Aft peak ballast tank suction valve QD40
Closed Sea suction valve QD28
Bilge, Ballast and Fire Pump f) Fill the aft peak tank to the required level.
Closed Discharge valve QD30
Position Description Valve Open Ballast main suction valve QD31
g) Shut the pump discharge valve and stop the pump and close all
o
Open Aft peak ballast tank suction/filling valve QD40 Closed Discharge valve to ballast main QD29
valves.
Closed Port forward direct bilge well suction valve QD23 Closed Discharge valve to fire main QD37
Closed Bilge main suction valve QD26 Open Discharge to overboard QD32
Open
Closed
Open
Sea suction valve
Discharge valve
Discharge valve to aft peak tank
QD27
QD34
QD42 tr
Deballasting
a) Ensure that the transmitters for the remote reading gauges are in
operation.
Closed
Open
Discharge valve to inert gas scrubber cooling QD20
system
Overboard discharge valve QD45
on
Closed Discharge valve to fire main QD39 b) Set up the valves as shown below. All valves are in the closed
Closed Discharge valve to overboard QD33 position including fire main valves. It is assumed that the aft c) Start the main fire pump.
Closed Fresh water suction run down to bilge, ballast QD95 peak ballast line is initially flooded.
and fire pump (ensure that the spectacle d) Open the discharge valve QD30 slowly until the discharge
blank isolating the fresh water tanks is in the piping is pressurised.
CAUTION
nc
CLOSED position.) The ballast tank suction valve must not be opened onto an empty e) Empty the after peak tank, taking care that the pump is not run
pipeline in order to stop pressure shock and possible damage in the dry.
d) Start the bilge, ballast and fire pump. pump and lines.
f) Shut the pump discharge valve and stop the pump and close all
e) Open the discharge valve QD34 slowly until the discharge
Bilge, Ballast and Fire Pump valves.
piping is pressurised.
U
Position Description Valve g) Line up the pump for fire main duty.
f) Fill the after peak tank to the required level.
Open Aft peak ballast tank suction valve QD40
g) Shut the pump discharge valve and stop the pump and close all Closed Sea suction valve QD27
valves. Closed Discharge valve QD34
Open Ballast main suction valve QD35

Illustration 2.4.4a Evaporator
TG10 TG1
y
Boiler Water Tank
Port Fresh
op
Water Tank
TG23
TG4
Fresh Water
Generator
TG2 Starboard Fresh TI
Water Tank
C
TG3 PI
From Fresh
TG7 Water System
In Engine Room
TI
d
Fresh Water Filling
for Aft peak TG9 QB8 TG11
Pre-
Chemical
lle
Heater
Rehardening Filter QB64 QB62 Dosing
To
Pump
Main FG
Steriliser PI Engine QB63 PI
From
gamma/4
Minimum
120
Manual Contact Flow
Silver Ion Type Jacket 70

80
90
60 50 40
30
10
20
Main Engine
100
Cooling QB60 Start

Stop
Control Jacket Cooling

QB65
Panel TI
o
FD PI
To M
PI TG27 Vent
Tank QB61 TG12
TG24
TG20 TG25
TG26
tr From
HT Pumps
To
LT Pumps
on
TG35 PI
TG22
Upper Platform TG15
TG21
QT
nc
Distillate
Pump
To Engine Room
Services
Key TG13
U
Fresh Water
P V
From Main
HT Cooling Water Sea Water
Pipeline
TG14
Sea Water Ejector Pump

2.4.4 Fresh Water Generator, Distilled Water Main Components Operating Procedures
Transfer and Distribution
The fresh water generator consists of the following components: WARNING
Do not operate the plant in polluted water. Fresh water must not be
y
Fresh Water Generator
Evaporator produced from polluted water, as the produced water will be unsuitable
Maker: Alfa Laval for human consumption.
The evaporator consists of a plate heat exchanger and is enclosed in the
op
Type: JWP-26-C100
separator vessel.
Capacity: 25m3/day Starting
Separator Vessel a) Open the ejector pump suction valve TG14 and discharge valve
Sea Water Ejector Pump TG13.
The separator separates the brine from the vapour. It houses the evaporator and
Maker: Alfa Laval condenser heat exchangers.
C
b) Open the overboard discharge valve TG15 for the combined
Model: CNL-80-80/200 brine/air ejector.
Capacity: 62m3/h at 42mth Condenser
c) Close the air screw (vacuum release valve) on the separator.
The condenser section, like the evaporator section, consists of a plate heat
A fresh water generator is installed which utilises the heat from the main exchanger enclosed in the separator vessel.
d
d) Start the ejector pump to create a 90% minimum vacuum.
engine jacket cooling water system to generate fresh (distilled) water.
Combined Brine/Air Ejector Pressure at the combined brine/air ejector inlet should be a minimum of
A combined brine/air ejector, driven by the ejector pump, creates a vacuum in
lle
The ejector extracts brine and incondensible gases from the separator vessel. 3.0kg/cm2. Back pressure at the combined brine/air ejector outlet should be
the system in order to lower the temperature at which evaporation of the feed
no more than 0. 6kg/cm2.
water takes place. The ejector pump takes suction from the sea water crossover
main. The feed water is introduced into the evaporator section through an orifice Ejector Pump
and is distributed into every second plate channel (evaporation channels). Evaporation
The ejector pump is a single-stage centrifugal pump which supplies the
When there is a minimum of 90% vacuum (after a maximum 10 minutes)
o
The main engine jacket cooling water is distributed into the remaining condenser with sea water and the brine/air ejector with jet water, it also
supplies feed water for evaporation. conditions are right for the evaporation of heated feed water.
channels, thus transferring its heat to the feed water circulating in the
evaporation channels. Having reached boiling temperature, which is lower than e) Open the valve for feed water treatment. Ensure that the
at atmospheric pressure, the feed water undergoes a partial evaporation. The
mixture of generated vapour and brine then enters the separator vessel, where
the brine is separated from the vapour and extracted by the combined brine/air
ejector.
tr
Distillate Pump
The distillate pump is a single-stage centrifugal pump which extracts the
produced fresh water from the condenser, and pumps the water to the fresh f)
chemical dosing tank is full, then start the dosing pump.
Open the jacket water inlet valve TG11 and the outlet valve
on
water storage tanks. TG12; the fresh water generator bypass valve QB60 should be
fully open, as this is used to regulate the flow of jacket water
After passing through a demister the vapour enters every second plate channel through the evaporator.
in the condenser section. The sea water, supplied by the combined cooling/ Salinometer
ejector water pump, is circulated through the remaining channels of the g) Adjustment of the jacket water bypass valve should be made so
The salinometer continuously checks the salinity of the produced water. The
condenser section, thus absorbing heat from the vapour which is condensed. that the flow of jacket water through the evaporator gradually
alarm set point is adjustable.
nc
increases and the temperature in the fresh water generator shell

The distilled water produced in the evaporator is extracted by the distillate rises.
pump and led to the fresh water tanks and boiler distilled water tank. Control Panel
The control panel contains pump motor starter, running lights, salinometer and The boiling temperature in the evaporator will rise, whilst the obtained vacuum
Fresh Water Quality contacts for remote alarms. drops to approximately 85%.
U
To continuously check the quality of the produced distilled water, a salinometer This indicates that evaporation has started.
is provided and this has a sampling connection on the distillate pump delivery
side. If the salinity of the distilled water produced exceeds the set value, the
dump valve and alarm are activated to automatically dump the distilled water
to the bilge via a scupper line.

Illustration 2.4.4a Evaporator
TG10 TG1
y
Boiler Water Tank
Port Fresh
op
Water Tank
TG23
TG4
Fresh Water
Generator
TG2 Starboard Fresh TI
Water Tank
C
TG3 PI
From Fresh
TG7 Water System
In Engine Room
TI
d
Fresh Water Filling
for Aft peak TG9 QB8 TG11
Pre-
Chemical
lle
Heater
Rehardening Filter QB64 QB62 Dosing
To
Pump
Main FG
Steriliser PI Engine QB63 PI
From
gamma/4
Minimum
120
Manual Contact Flow
Silver Ion Type Jacket 70

80
90
60 50 40
30
10
20
Main Engine
100
Cooling QB60 Start

Stop
Control Jacket Cooling

QB65
Panel TI
o
FD PI
To M
PI TG27 Vent
Tank QB61 TG12
TG24
TG20 TG25
TG26
tr From
HT Pumps
To
LT Pumps
on
TG35 PI
TG22
Upper Platform TG15
TG21
QT
nc
Distillate
Pump
To Engine Room
Services
Key TG13
U
Fresh Water
P V
From Main
HT Cooling Water Sea Water
Pipeline
TG14
Sea Water Ejector Pump

Condensation f) Open the air screw (vacuum release valve) on the top of the Position Description Valve
separator.
After approximately 5 minutes the boiling temperature will drop again and a Closed Rehardening filter bypass valve TG21
normal vacuum is re-established. Operational Steriliser automatic outlet valve
g) Close the ejector pump inlet valve TG14 and outlet valve
y
TG13. Open Steriliser inlet valve TG26
h) Open the valve to the selected fresh water storage tank and the
system valves for the steriliser and rehardener (see below). If Open Steriliser outlet valve TG27
h) Close the overboard valve TG15 for the combined brine/air Closed Steriliser bypass valve TG20
op
the water is to be directed to the boiler water tank, open line
ejector.
valve TG3 adjacent to the stores area on the upper level on the
port side. b) Ensure that the rehardening filter is correctly charged with
i) Close the valve to the fresh water tank being filled. chemical.
i) Switch on the salinometer.
CAUTION c) Ensure that the steriliser is being supplied with power. The inlet
C
j) Start the distillate pump. All valves must be shut, whilst the fresh water generator is out of solenoid valve to the steriliser will only open if the steriliser is
operation, except for the air screw release valve. switched on.
Note: The distillate pump discharge pressure must be maintained between
1.2 - 1.6kg/cm2. The fresh water generator distillate pump discharges through a salinometer and d) Start up the fresh water generator as described above.
a flow meter. Positioned before the flow meter is a solenoid valve. This opens
d
when the salinometer detects too high a salinity level, dumping the distillate e) Open the filling valve of the selected tank.
Adjustment of Jacket Water Flow pump output to the bilge.
In order to obtain the specified flow of main engine jacket water to the fresh f) Start the distillate pump. Discharge should be to the bilge.
lle
water generator, it is necessary to adjust the bypass valve QB60 until the The discharge from the pump leads to the filling valves of both fresh water
desired flow is achieved. For maximum output the outlet temperature of the tanks (via the rehardening filter and steriliser), the distilled water tank and if g) Switch on the salinometer.
jacket water from the fresh water generator should be about 68.5ºC. It must necessary, the aft peak tank.
be remembered that the fesh water generator acts as a cooler for the jacket If the reading is satisfactory, the discharge will change over to fill the tank.
water and care must be taken to ensure that the main engine jacket water is not
Procedure for Operation of the Distilled Water Transfer h) Switch on the steriliser.
o
undercooled.
System
Distilled water from the fresh water generator will flow to the selected fresh
Adjustment of Sea Water Flow a) Set up the valves as in the following table. All valves are initially
The sea water flow is correct when the inlet pressure at the inlet to the brine/air
ejector is between 3.0 - 4.0kg/cm2.
tr closed.

water storage tank via the rehardening filter, where essential minerals are
added to the water to ensure that it is fit for human consumption, and via the
steriliser, where harmful bacteria are destroyed before the water flows to the
storage tank.
on
Stopping the Plant Open Filling valve for port FW tank TG4
or starboard FW tank inlet valve TG7 It is essential that the steriliser is operating as the low temperature at which
a) Stop the distillate pump. Shut down the steriliser if water was or boiler water tank inlet valve TG3 the distillate is produced will not destroy all the bacteria which may be in the
being directed to the domestic fresh water tanks. or aft peak tank filling valve TG9 sea water feed.
Open Outlet valve from port FW tank QG3
b) Switch off the salinometer. When it is necessary to change over the production from the fresh water
nc
or outlet valve from starboard FW tank QG4 generator to the boiler water tank, it is important to ensure that the inlet to the
c) Fully open the fresh water generator jacket water bypass valve Open Run down valves from boiler water tank to the QG51, QG23 rehardening filter is closed and the direct filling valve to the boiler water tank
QB60 and close the jacket water inlet valve TG11 and outlet boiler feed water cascade/filter tank TG3 is open.
valve TG12.
If filling the fresh water tanks:
d) Stop the ejector pump.
U

Open Rehardening filter inlet valve TG24
e) Stop the feed water treatment dosing pump and close the supply
Open Rehardening filter outlet valve TG22
valve from the feed water treatment unit.
Set Rehardening filter three-way ball valves for
flow into and out of the unit

Illustration 2.5.1a High Temperature Fresh Water Cooling System To/From Inert Gas Generator To/From Galley AC Unit
LAL Expansion Tank IGG Unit FW Cooling Pump QB101
Fresh Water To Dirty QB94
Topping Up Line QB QB Bilge Tank
QG10 55 54 Provision QB99
TIC QB103 System CondensersQB93
y
QB15 No.2
No.1 Galley AC Unit
Deaerating Alarm
QB8 CFW Booster Pump To Expansion Tank
Unit QB16 Air Conditioning
QB104
Deaerator Refrigeration
op
QB103 Atmospheric
QB62 QB17 Condensers
QB61 No.2 Condenser Generator Engine No.3 Generator Engine No.2 Generator Engine No.1
TG11 M
No.1 Alternator Alternator Alternator
QB60 QB104
Air Cooler Air Cooler Air Cooler
QB18
QB64 QB33 QB56 QB57
TG12 QB92
Jacket
Water Jacket Jacket Jacket
QB63
C
Pre- QB20 RS19
Heater To/From
QB27 Workshop AC Main Engine
QB65 QB29 LO Cooler
Unit Cooler
Air Air Air
QB19 RS18 Cooler Cooler Cooler
QB97 M QB91 M QB91 M QB91
QE139 QE136 QE137
d
Framo Hydraulic
QE138 Oil Cooler M QB97 QB59 QB34 QB7
Low Temperature
FW Pumps QB21
QB79 QB10
(235m3/h) QB58 QB32 QB6
lle
3
QB35 LO Cooler LO Cooler LO Cooler
3 2 QB9
QB66 QB68 QB70 ECR AC
QB44 QB47 QB50
High QB12 Unit Cooler
Temperature 2
FW Pumps
QB11 Starting Air To
(60m3/h) QB28
o
Compressors Expansion QB26
QB14 Tank
1
2
QB45 QB48 QB51
QB67 QB69
1
QB71
tr QB13 QB90
QB37
on
TI
1 XXXX
QB46 QB49 QB52 QB23
Key
QB22 RS2
No.1 No.2 LT Cooling Water
Camshaft
TI
HT Cooling Water XXXX LO Cooler
nc
QB41 QA8 QB39 QA11 Fresh Water QB25

RA4
Central Sea Water
Coolers QB43 QB24
Lubricating Oil
QB38
QB42 QA9 QB40 QA10 Steam
U
Electrical Signal Intermediate

QB44 M Shaft Bearing
QB5

2.5 Fresh Water Cooling Systems cooling system. This valve operates to divert water from the HT system to the
central cooling system should the temperature of the engine jacket cooling Position Description Valve
2.5.1 Main Engine Jacket (HT) Fresh Water Cooling water leaving the exhaust valves exceed 80oC. There is a make-up water line Open No.1 JCW pump suction valve QB70
System from the central cooling system to the HT system via valve QB92 which Open No.1 JCW pump discharge valve QB66
should always be open when the main engine is operating.
y
Open No.2 JCW pump suction valve QB71
High Temperature Fresh Water Circulating Pump Open No.2 JCW pump discharge valve QB67
High temperature cooling water returns to the HT cooling water pump suction
Maker: Shinko Open Preheater inlet valve QB65
op
via a deaerating tank, which vents to the FW expansion tank via an alarm
Model: SVS100M device. The deaerating tank has a make-up connection to the FW expansion Open Preheater outlet valve QB64
No. of sets: 2 tank. Throttled Preheater bypass valve QB63
Capacity: 60m3/h x 3.0kg/cm2 Open Main engine inlet valve QB5
A system expansion valve at the exhaust valve outlet water manifold connects Closed Main engine bypass valve QB8
The main engine high temperature (HT) cooling water system has two cooling with the FW expansion tank. Operational Temperature controlled three-way valve QB61
C
water pumps rated at 60m3/h with a pressure of 3.5kg/cm2. The system Open Make-up valve from LT system QB92
supplies cooling water to the main engine jackets, cylinder heads, turbocharger Steam is supplied to the preheater when the load of the main engine drops,
this enables the temperature of the main engine jacket water system to be Open Main engine outlet line valve QB62
casing and exhaust valves. One pump will be operating and the other will act
maintained; a thermostatically controlled steam supply valve ensures that Open FW generator bypass valve QB60
as the standby pump. To allow for automatic changeover the pumps must be
selected for AUTO CHANGE at respective group starter panel on the main the correct steam supply is available to the preheater in order to maintain the Closed FW generator inlet valve TG11
d
switchboard. correct jacket cooling water temperature. The FW expansion tank, which is Closed FW generator outlet valve TG12
common with the low temperature central FW cooling system, provides a
Open System vent valve to expansion tank QB90
positive head to the system, as well as allowing for thermal expansion. The
lle
Note: When the pumps are set for AUTO CHANGE, the standby pump will expansion tank level is maintained by a water supply from the domestic fresh Open Expansion tank run down valve QB55
automatically cut in on failure of a running pump or if the system pressure is water system which must be manually operated to top the tank up. Closed System manual vent valve QB37
too low. However, if the duty pump is stopped on command (or inadvertently)
from any of its start/stop positions, then the standby pump will not start as Cooling water in the high and low temperature systems is treated with g) Ensure that the low temperature central fresh water cooling
the control system will recognise the shutting down of the pump as a human corrosion inhibiting chemicals in order to ensure that both systems remain free system is operating correctly.
o
from corrosion. The cooling water system water should be tested according to
duty pump set in MANUAL mode when it is in operation. the companys procedures, with any chemical treatment added to the circulating h) Vent the system by opening valve QB37 and then closing the
water as required. As the high and low temperature systems are common it is valve when all air has been released.
The system operates on a closed circuit principle. The pumps discharge through
the jacket cooling water preheater as necessary in order to maintain the main
engine jacket cooling water temperature when the main engine is shut down or
on low load, using a steam supply from the 7.0 kg/cm2 steam system. During tr
only necessary to treat water in one system.
Procedure for the Operation of the Jacket Cooling Water

i) Start one HT fresh water cooling pump and select the other
pump for automatic standby.
on
sea going operations under normal loads the HT cooling system bypasses System j) Vent the preheater.
the preheater, although a small amount of water can be directed through the
preheater to ensure a flow through the unit. a) Replenish the FW expansion tank from the domestic fresh water k) Ensure that the condensate drain valve from the preheater is
system as required. open and supply steam to the preheater.
Water from the preheater flows to the supply inlet manifold on the main
engine. The system is continually vented at the highest point to the expansion b) Ensure all pressure gauge and instrumentation valves are open. l) Slowly bring the jacket temperature up to the operating
nc
tank. There are branches from the main cooling water supply to each cylinder. temperature via the temperature setting on the steam regulating
Isolating valves are fitted to the inlet and outlet lines for each cylinder to allow c) Ensure the FW generator is bypassed. valve. Check the system for leaks and correct any that occur.
cylinders to be individually isolated for maintenance purposes, additionally,
the turbocharger is fitted with isolation valves. The hot water from the jackets d) Ensure all main engine individual cylinder inlet and outlet m) Test the cooling water system for chemical concentration and
may be passed through the fresh water generator (evaporator), but this can be valves are open and that the isolating valves on the turbocharger add chemicals as required.
U
bypassed when the main engine is on low load or idle; the bypass valve allows casing are open and its vent valve shut.
for control of the HT water which passes to the FW generator. In operation n) When the main engine is at sufficient power the HT jacket
the FW generator has a cooling effect on the HT jacket cooling water passing e) Ensure all main engine individual cylinder vent and drain valves water can be circulated through the FW generator (evaporator)
through it, therefore ensure the evaporator is not used to undercool the water. are closed. if necessary. The FW generator (evaporator) is operated as
described in section 2.4.4.
In the return line to the HT cooling water pumps there is a three-way f) Set the valves as shown in the table below.
temperature controlled valve which connects with the low temperature central

Illustration 2.5.2a Central Fresh Water Cooling System To/From Inert Gas Generator To/From Galley AC Unit
LAL Expansion Tank IGG Unit FW Cooling Pump QB101
Fresh Water To Dirty QB94
Topping Up Line QB QB Bilge Tank
QG10 55 54 Provision QB99
TIC QB103 System CondensersQB93
y
QB15 No.2
No.1 Galley AC Unit
Deaerating Alarm
QB8 CFW Booster Pump To Expansion Tank
Unit QB16 Air Conditioning
QB104
op
Deaerator Refrigeration QB103 Atmospheric
QB62 QB17 Condensers
QB61 No.2 Condenser Generator Engine No.3 Generator Engine No.2 Generator Engine No.1
TG11 M
No.1 Alternator Alternator Alternator
QB60 QB104
Air Cooler Air Cooler Air Cooler
QB18
QB64 QB33 QB56 QB57
TG12 QB92
Jacket
Water Jacket Jacket Jacket
QB63
C
Pre- QB20 RS19
Heater To/From
QB27 Workshop AC Main Engine
QB65 QB29 LO Cooler
Unit Cooler
Air Air Air
QB19 RS18 Cooler Cooler Cooler
QB97 M QB91 M QB91 M QB91
QE139 QE136 QE137
d
Framo Hydraulic
QE138 Oil Cooler M QB97 QB59 QB34 QB7
Low Temperature
FW Pumps QB21
QB79 QB10
(235m3/h) QB58 QB32 QB6
lle
3
QB35 LO Cooler LO Cooler LO Cooler
3 2 QB9
QB66 QB68 QB70 ECR AC
QB44 QB47 QB50
High QB12 Unit Cooler
Temperature 2
FW Pumps
QB11 Starting Air To
(60m3/h) QB28
o
Compressors Expansion QB26
QB14 Tank
1
2
QB45 QB48 QB51
QB67 QB69
1
QB71
tr QB13 QB90
QB37
on
TI
1 XXXX
QB46 QB49 QB52 QB23
Key
QB22 RS2
No.1 No.2 LT Cooling Water
Camshaft
TI
HT Cooling Water XXXX LO Cooler
nc
QB41 QA8 QB39 QA11 Fresh Water QB25

RA4
Central Sea Water
Coolers QB43 QB24
Lubricating Oil
QB38
QB42 QA9 QB40 QA10 Steam
U
Electrical Signal Intermediate

QB44 M Shaft Bearing
QB5

2.5.2 Central (LT) Fresh Water Cooling Systems • Three starting air compressors Open No.3 generator engine vent valve QB33
• Refrigeration plant Open Expansion tank run down valve QB55
Low Temperature Fresh Water Circulating Pump
• Inert gas cooling system Open No.1 main air compressor inlet valve QB14
Maker: Shinko
Open No.1 main air compressor outlet valve QB13
y
Model: SVS200M • Galley air conditioning unit
Open No.2 main air compressor inlet valve QB12
No. of sets: 3
Open No.2 main air compressor outlet valve QB11
Procedure for the Operation of the Central Cooling Water
op
Capacity: 235m3/h x 3.5kg/cm2
Open No.3 main air compressor inlet valve QB10
System Open No.3 main air compressor outlet valve QB9
The low temperature central fresh water cooling system works on the closed
circuit principle. The system has three cooling water pumps each rated at a) Replenish the system from the expansion tank, which is filled Operational Framo system hydraulic oil cooler inlet temperature QB79
235m3/h with a pressure of 3.5kg/cm2. One pump would normally be in use from the fresh water system. controlled valve
with two being required at sea temperatures above 25°C. One pump is selected Open Hydraulic oil cooler inlet valve QB35
C
as the standby pump and a pressure switch on the common pump discharge b) Ensure all pressure gauge and instrumentation valves are open. Open Hydraulic oil cooler outlet valve QB21
starts the selected standby pump on low pressure. When a pump is selected Open Refrigeration and AC valves as required
as the duty pump the next numbered pump is automatically selected as the c) Set up valves as shown in the following table: Open Makeup valve to HT cooling system QB92
standby pump except in the case of No.3 pump when its automatic standby
Open Atmospheric condenser inlet valve QB97
pump is No.1. The identification of a standby pump is shown on the pump’s Position Description Valve
d
starter panel at the main switchboard by the illumination of the Standby lamp. Open Atmospheric condenser outlet valve QB97
Open No.1 LT cooling water pump suction valve QB52
To allow for automatic changeover, the pumps must be selected for AUTO Open Inert gas FW cooling pump inlet valve QB93
Open No.1 LT cooling water pump discharge valve QB46
CHANGE at the switchboard control panel. Open Inert gas FW cooling pump outlet valve QB94
lle
Open No.2 LT cooling water pump suction valve QB51
Open Galley package air cooler inlet and outlet valves
There are two central coolers, which in turn are cooled by sea water. One cooler Open No.2 LT cooling water pump discharge valve QB45
Open Alternator inlet and outlet valves on all three
would normally be in use with the other on standby; both central coolers may Open No.3 LT cooling water pump suction valve QB50 generator engines
be required at times of high cooling load or at sea temperatures above 24°C. Open No.3 LT cooling water pump discharge valve QB44
Open No.1 central cooler inlet valve QB41 d) Start one low temperature central cooling fresh water pump.
o
An expansion tank, common with the HT main engine jacket cooling water
Open No.1 central cooler outlet valve QB42
system, provides a positive head to the system and allows for thermal expansion. e) Start the sea water cooling system, if not already running, and
This tank can be replenished from the domestic fresh water system. Closed No.2 central cooler inlet valve QB39
supply sea water to a central FW cooler (see section 2.4.1).
The low temperature FW pumps receive suction from the low temperature
system and the high temperature bleed off from the jacket cooling water
system. The pumps discharge directly to the central coolers. A temperature
tr
Closed
Open
Open
Main engine LO cooler inlet valve
Main engine LO cooler outlet valve
QB40
QB20
QB19
f) Check the system for leaks and rectify any leaks which occur.
on
Open Main engine scavenge air cooler inlet valve QB38 g) Check the fresh water expansion tank level and replenish if
controlled three-way bypass valve at the central cooler inlet line allows
Open Main engine scavenge air cooler outlet valve QB43 necessary.
the central coolers to be bypassed, thus controlling the temperature of the
circulating fresh water. Water from the central cooling system is supplied to Open Shaft bearing inlet valve QB24
h) Check the level of chemical treatment and add chemical
the three generator engines. Each generator engine is vented from its highest Open Shaft bearing outlet valve QB25
treatment as necessary.
point to the expansion tank. Open Camshaft LO cooler inlet valve QB23
nc
Open Camshaft LO cooler outlet valve QB22 i) Check that one of other two low temperature central FW cooling
The central cooling system supplies the following other services:
Open No.1 generator engine inlet valve QB7 pumps is selected for automatic standby.
• Main engine scavenge air cooler Open No.1 generator engine outlet valve QB6
• Main engine LO cooler and main engine camshaft LO cooler Open No.1 generator engine vent valve QB57 Note: When the pumps are set for AUTO CHANGE, the standby pump will
Open No.2 generator engine inlet valve QB34 automatically cut in on failure of a running pump or if the system pressure is
• Atmospheric condenser
U
Open No.2 generator engine outlet valve QB32
• Hydraulic oil cooler from any of its start/stop positions, then the standby pump will not start as
Open No.2 generator engine vent valve QB56 the control system will recognise the shutting down of the pump as a human
• Intermediate shaft bearing
Open No.3 generator engine inlet valve QB59 command function and not a system failure. It is not necessary to have the
• ECR and workshop package air conditioning units Open No.3 generator engine outlet valve QB58 duty pump set in MANUAL mode when it is in operation.
• Accommodation air conditioning units Position Description Valve

Illustration 2.6a Viscosity-Temperature Graph

Temperature °C
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170
y
Bu
nk
10,000 er 10,000 10,000
Fu
el
Oi
l
op
5,000 5,000 5,000
2,000 2,000 2,000

Pumping Viscosity
usually about 1,000 centistokes Viscosity - Temperature
1,000 1,000 Relationships 1,000
C
Typical Marine Fuels
500 500 500
d
100 100 100
lle
Kinematic Viscosity - Centistokes
Kinematic Viscosity - Centistokes

50 50 50
Boiler Atomisation Viscosity

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

usually between
20
15
on
8 and 27 centistokes
M
ar
ine
10 Ga 10 IF 10
sO -3
80
il
IF
-1
80
IF
nc
-1
00
IF
-6
5 5 0 5
IF
-3
4 4 0 4
U
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Temperature °C

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

standby thermostatically controlled steam regulating valve which can be put Open Viscosity controller bypass valve
into operation in the event of the viscosity controller being inoperable. All fuel
Open Main engine flow meter inlet valve
oil pipework is trace heated by small bore steam pipes laid adjacent to the fuel
oil pipe and encased in the same lagging. Open Main engine flow meter outlet valve
Closed Main engine flow meter bypass valve

Key
Illustration 2.6.1a Main Engine Fuel Oil Service System
Fuel Oil
RR2 Marine Diesel Oil
y
RR78 RR79 Air
op
TAH Saturated Steam
MDO HFO
Service Tank Service Tank Condensate
(34.7m3)
(42.6m3)
RR1
RR4 PI TI Electrical Signal
C
LAL LAL TAH From Instrumentation
Generator Flow Meter
RR6 Main
RR8 Engines
Engine
RR3 B&W
5S50MC
d
lle
Flow Meter POS
Flow Meter
o
PI
FO Supply
Pumps
4m3/h
PS
PI
PT tr
PDIS
LS
Deaerator
FO
PS
PI
TI
FO Heater
TI
PDE
PI
on
Circulating
RR44 ZS Auto Pumps
TI Filter 5m3/h
PI TI M TI
TI TC
RR43
From FO Heater TI Viscosity Unit
PI
Control Air
System
nc
Flow
Meter
To
FO Drain Tank
To Condensate
Drain System
Fin Cooler
U
To Generator
M Engines
Steam From
7kg/cm2 System QD23

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

tr reached, the change to heavy oil is performed by opening the
fuel oil supply valve RR43. Turn the changeover valve on the
suction side of the HFO supply pumps to take suction from the
HFO service tank. Close the diesel oil supply valve RR44.
on
f) Start one FO circulating pump.
The temperature rise is then continued at a rate of about 2ºC per minute, until
g) Supply steam heating to the FO heater and raise the temperature
reaching the required viscosity.
to about 75ºC.
h) Start the viscosity controller and close the bypass valve.

nc
i) Open the inlet valve to the HFO service tank RR4.
j) Operate the return changeover cock RR3 to direct the return

HFO to the service tank.
U
k) MDO will now be expelled to the HFO service tank, at the

same time drawing in HFO from the service tank. The amount
of MDO in the fuel system is small compared with the amount
of HFO in the service tank and the fuel dilution effect will not
be great. When all MDO has been expelled set the changeover
return cock RR3 back to the mixing tank.

Key
Illustration 2.6.1a Main Engine Fuel Oil Service System
Fuel Oil
y
RR2 Marine Diesel Oil
op
RR78 RR79 Air
TAH Saturated Steam
MDO HFO
Service Tank Service Tank Condensate
(34.7m3)
(42.6m3)
RR1
C
RR4 PI TI Electrical Signal
LAL LAL TAH From Instrumentation

Generator Flow Meter
RR6 Main
RR8 Engines
Engine
RR3 B&W
d
5S50MC
lle
Flow Meter POS
Flow Meter
o
FO Supply
Pumps
4m3/h
PI
PS
tr
PDIS
LS PS
TI
FO Heater
TI
PDE
on
PI FO PI
PT Deaerator Circulating PI
RR44 ZS Auto Pumps
TI Filter 5m3/h
PI TI M TI
TI TC
RR43
From FO Heater TI Viscosity Unit
PI
nc
Control Air
System
Flow
Meter
To
FO Drain Tank
To Condensate
Drain System
U
Fin Cooler
To Generator
M Engines
Steam From
7kg/cm2 System QD23

Changeover Procedure from Heavy Fuel Oil to Marine Diesel g) Open the inlet valve to the HFO service tank RR4.
Oil During Running
h) Change over the return cock RR3 to the HFO service tank, so
To protect the fuel oil injection equipment against rapid temperature changes, that the fuel oil is flushed to the HFO service tank. Ensure that
y
which may cause scuffing with the risk of sticking of the fuel valves and of there is sufficient ullage in the service tank.
the fuel pump plungers and suction valves, the changeover to diesel oil is
performed as follows (manually): i) When the heavy fuel oil is replaced by diesel oil, reset the return
op
cock RR3 and close valve RR4.
a) Ideally the diesel oil in the MDO service tank should be about
50ºC. j) Stop the viscosity controller.
b) Shut off the steam supply to the fuel oil preheater, return fuel k) Stop the fuel oil pumps.
pipe and steam tracing.
C
c) Reduce the engine load to 75% of MCR load.
d) Change to diesel oil when the temperature of the heavy oil in
d
the preheater has dropped to about 25ºC above the temperature
in the diesel oil service tank, however, not below 75ºC.
lle
e) Open the diesel oil supply valve RR44. Change over the supply
three-way valve to the MDO service tank. Close the HFO
supply valve RR43.
Diesel oil is now led to the supply pumps.
o
Note: If, after the changeover, the temperature (at the preheater) suddenly
drops considerably, the transition must be moderated by supplying a little
steam to the preheater, which now contains diesel oil.
Changeover Procedure from Heavy Fuel Oil to Diesel Oil tr

on
During Standstill
a) Stop the preheating.
b) Stop trace heating.

nc
c) Stop return pipe heating.
With regard to temperature levels before change over, see ‘Changeover from
Heavy Fuel to Diesel Oil during Running’.
d) Open the diesel oil supply valve RR44.

U
e) Change over the suction three-way valve to take suction from

the MDO service tank.
f) Close HFO supply valve RR43.

Illustration 2.6.2a Generator Engine Fuel Oil Service System Key
Fuel Oil Warming Line No.1

RR77 8 Bar for Leakage Generator
Marine Diesel Oil Detection Unit Engine
y
RR33
LS
Air RR17 RR15
Saturated Steam
op
Condensate
Linked
MDO HFO Three-way
Electrical Signal
Service Tank Service Tank RR4 Valves
(34.7m3) Warming Line
(42.6m3) Flow Meter
Instrumentation for Leakage
RR3 No.2
Detection Unit Generator
Engine
RR10
C
LS
RR30
LAL LAL TAH RR25
RR6 RR19
RR8 Flow Meter
Return From Main Engine
Linked
Three-way
d
Valves Warming Line No.3
for Leakage Generator
Detection Unit Engine
RR11 RR12 RR27 LS
lle
MDO RR24
Supply
RR22
Pump
5m3/h
5.5 Bar
RR13
4.5 Bar
o
Flow Meter
PI
FO Supply
Pumps
4m3/h
PS
PI
PT tr PDIS
LS
Deaerator
FO
Circulating
PS
PI
TI
FO Heater
PDE
PI
on
RR44 ZS Auto Pumps
Filter 5m3/h
PI TI M TI
TI TC
RR43
From FO Heater Viscosity Unit
PI
Control Air
System
nc
To
FO Drain Tank
To Condensate
Drain System
Fin Cooler
U
POS
M Flow Meter
To Main
Steam From Engine
7kg/cm2 System QD23

2.6.2 Generator Engine Fuel Oil Service System Operation Using Marine Diesel Oil h) With one generator running on HFO, transfer the load from the
generator engine on MDO to the one on HFO.
Fuel Oil Supply Pump The generator engines can be supplied from the diesel oil service tank using
Maker: IMO the MDO supply pump. The pump supply pressure is controlled at 5.5kg/cm2. i) Shut down the generator engine on MDO, then change over
y
The return pressure is controlled at 4.5kg/cm2 with excess MDO returned to its supply from MDO to HFO. When all of the MDO has been
Model: ACE038/N3 NTBP
the MDO service tank. In the event of a complete power failure, it is possible to displaced, supply trace heating to the fuel oil lines.
No. of sets: 2 supply MDO to a generator engine by opening bypass valve RR13 which will
op
Capacity: 4.0m3/h allow a gravity feed from the diesel oil service tank to an engine. j) Stop the MDO supply pump.
Fuel Oil Circulating Pump

Procedure for the Operation of the Generator Engine Fuel Oil Procedure to Prepare an Generator Engine (No.1) for Running
Maker: IMO
Service System on Marine Diesel Oil
Model: ACE038/K3 NTBP
C
No. of sets: 2 The following procedure illustrates starting from cold with the system charged a) Transfer MDO from a MDO storage tank to the MDO service
Capacity: 5.0m3/h with diesel oil and one generator in operation and the auxiliary boiler in tank using the DO separator.
operation supplying steam at full pressure:
b) Set up valves as in the following table.
Marine Diesel Oil Supply Pump
a) Put the HFO separator in use, filling the service tank from the
d
Maker: Allweiler settling tank. Position Description Valve
Model: SPF20R56 G8.3-W20 Open MDO service tank outlet valve RR10
b) Ensure that the filters are clean.
lle
No. of sets: 1 Open MDO supply pump suction valve RR11
Capacity: 5.0m3/h at 8.0kg/cm2 Open MDO supply pump discharge valve RR12
c) Ensure that all instrumentation valves are open.
Closed MDO supply pump bypass valve RR13
Operation Using Heavy Fuel Oil d) Start up the main HFO system as described in section 2.6.1. Set for HFO Inlet three-way cock RR33
o
Fuel oil is supplied to the generator diesel engines from the fuel oil service e) Set up the valves as in the following table. c) Start the DO supply pump.
tank, using the same supply and fuel preparation system as the main engine.
The three generator engines are designed to run on HFO at all times. However, Position Description Valve d) Swing the changeover valves from HFO to MDO. The generator
the generator engines have an emergency MDO supply system available should
there be a necessity to operate one or all of them on MDO.
tr
Open
Open
Closed
Inlet flow meter inlet valve
Inlet flow meter outlet valve
Inlet flow meter bypass valve
engine fuel inlet and outlet three-way cocks are linked so
changing the inlet cock RR33 to MDO also changes the outlet
three-way cock RR15 to MDO. The small amount of HFO in
on
Heated and filtered HFO is supplied to the generator engines from the same the generator rail will be directed into the MDO service tank.
fuel preparation unit as the main engine, the supply to the generator engines Open Outlet flow meter inlet valve Allow the MDO to circulate for a period before starting the
being taken just after the viscosity controller. The HFO then flows through a Open Outlet flow meter outlet valve engine in order to allow the fuel pumps to cool down the MDO
flow meter to the generator engines. Closed Outlet flow meter bypass valve temperature.
Set for HFO No.2 generator engine outlet three-way cock RR19
The generator engines have linked three-way cocks at the fuel inlet and outlet The engine is now ready for starting on MDO.
Set for HFO No.3 generator engine outlet three-way cock RR22
nc
for the selection of either HFO or MDO. Excess HFO is returned to the FO
mixing tank via a flow meter and three-way cock RR3. The three-way cock Set for HFO No.2 generator engine inlet three-way cock RR30
Set for HFO No.3 generator engine inlet three-way cock RR27 Changing Over Fuel when Generator Engine(s) are Running
RR3 can divert the fuel to the HFO service tank for flushing purposes.
f) Using the bypass valves RR25 and RR24 on No.2 and No.3 Procedures similar to that used for the main engine may be used, but it is
The high pressure fuel oil lines on the engine are sheathed and any leakage
generator engines, warm up the HFO system by flushing the advisable to change over the fuel supply when the engine is running off load or
from the annular spaces, formed by the sheathing is led to a fuel oil leakage
U
system back to the return pipe. shut down in order to minimise the risk of instability in the electrical supply.
tank fitted with a high level alarm which gives warning of a leaking fuel
injection pipe. The fuel supply to each engine is piped through its respective
g) Generator engines No.2 and 3 are now ready for starting on The illustration 2.6.2a above illustrates the flow path when supplying No.1
FO leakage alarm tank in order to maintain the tank in a hot condition in order
HFO. generator engine with MDO, while No.2 and 3 generator engines are being
to assist in keeping the drain line open, which might otherwise block up with
circulated with HFO in preparation for a changeover to HFO operations.
cold fuel.

Illustration 2.6.3a Auxiliary Boiler Fuel Oil Service System

From IGG Diesel Oil Tank
Mixing Box and Three-Way
y
Changeover Valves
RR41 Behind and Forward LAH
Mixing of ECR
Ignition Diesel
op
Box A HFO Settling HFO Service
Oil Pump
Tank Tank
(Located in the
IGG Room) RR64
Steam From M RR5
Exhaust Gas Bolier Steam Supply TAH TAH
QE6 QE82 QE7
PI TS TI
C
RR60 QE8
PI TT
RR71
QE158 RR42 MDO Service
FO Heater Tank LAL LAL
Condensate Returns
To Steam
Range RR69 RR68 LAL
RR7 QR36
d
RR9
RR40
QE104 PI
lle
RR39
Auxiliary Boiler
QE106 No.1 RR63 To FO Transfer
PI TS PS TI PI QR83 Pump
M QR44
PS PI HFO ZS
Pump Unit
o
Burner RR38
Atomising Steam PI
Supply
Burner Unit
For Boiler
tr No.2
on
A PC PI
PI
T/S
PI A M
PI TI I I Key
nc
P P
A RR37 RR35
Fuel Oil
A
RR49 RR57 RR47 RR36
Marine Diesel Oil
RK86
Saturated Steam
U
RR48 Condensate
Burner Electrical Signal

Atomising RR67 Air
Air Supply

2.6.3 Auxiliary Boiler Fuel Oil Service System Although the boiler is normally operated on HFO it may be operated on MDO Position Description Valve
when no steam supply is available to heat the HFO. Operation on MDO is the
Closed Flow meter bypass valve RR48
Boiler Heavy Fuel Oil Supply Pumps same as for operation on HFO except for the heating of the fuel. In order to
operate the boiler main burner on HFO the three-way supply cock from the Open Boiler outlet valve from pressure control valve RR49
Maker: Allweiler
y
HFO service/settling and MDO service tanks must be turned to the supply Set Return line changeover cock to mixing box RR64
Model: SPF20R46 G8.3-W8
position from the MDO service tank. Open Pilot burner pump suction valve RR41
No. of sets: 2
Open Pilot burner pump discharge valve RR42
op
Capacity: 46 litres/min The boiler has a pilot burner pump, which takes suction from the inert gas Open Inert gas generator DO tank outlet valve
generator MDO tank via the pump suction filter. This pump is located in the
Boiler Ignition Pump inert gas generator room and operates when flashing up the main burner. The
Maker: Danfoss pilot burner is inserted into and removed from the furnace by means of a Procedure to Start Up the Boiler Fuel Oil Service System and
pneumatic cylinder operated by the boiler control system. Change Over to Heavy Fuel Oil
Model: RSA28
C
No. of sets: 1
Procedure for Operating the Auxiliary Boiler Fuel Oil Service a) Start one boiler fuel oil pump.
Fuel oil is supplied directly to the boilers from the HFO service tank, although System b) Flash up the boiler on MDO using atomising air.
fuel oil can be supplied if necessary directly from the HFO settling tank. Diesel
oil can be supplied to the boiler from the diesel oil service tank when flashing a) Ensure that the filters are clean. When steam is available:
d
up the auxiliary boiler from cold when there is no steam available for steam
heating duties. b) Ensure that all instrumentation valves are open. c) Supply steam heating to the HFO service tank.
lle
A temperature controller maintains the steam supply to the fuel oil heater. All The following procedure illustrates starting from cold with the system charged d) Open the supply trace heating to the fuel oil service system
the fuel oil piping is trace heated by small bore steam pipes which are laid with diesel oil and in a shut down condition. pipelines.
adjacent to the fuel oil pipe and encased in the same insulation.
Set up the valves as in the following table: CAUTION
Fuel oil from the HFO service tank is supplied to one of two fuel oil pumps. Trace heating should not be applied to sections of pipeline isolated by
o
The second pump will be on automatic standby, and will start in the event of Position Description Valve closed valves on the HFO side as damage could occur due the expansion
a discharge pressure drop or a voltage failure of the duty running pump. The Closed HFO service tank suction quick-closing valve QR36 of the contents.
fuel oil pumps take suction from the HFO service tank via pump strainers. A Closed HFO settling tank suction quick-closing valve RR7
pressure control valve, with its sensing point on the heater discharge, maintains
the pump discharge pressure by recirculating oil from the pump discharge back
to the mixing box. The fuel oil in the mixing box returns to the pump suction. tr
Open
Closed
Isolating non-return valve from FO service tank to QR83
boiler fuel oil supply line
Transfer pump suction from HFO service tank QR44
When sufficient steam pressure is available:
e) Stop firing the boiler on MDO.

on
The vent from the mixing box returns to the HFO settling tank or if necessary
to the MDO service tank when operating on MDO via valve RR5. Set MDO/HFO changeover cock (for MDO) RR63
f) Open the FO heater inlet and outlet valves. Shut the bypass
Open Diesel oil service tank suction quick-closing valve RR9 valve RR38.
The fuel oil pumps discharge through a fuel oil heater, where the fuel oil Open Suction valve from mixing box RR71
is heated to the required temperature. The fuel oil is fed to the boiler via a g) Manually start supplying steam to the FO heater.
Open Both FO service pump suction valves
pressure control valve, controlled by the boiler steam pressure. When the boiler
Open Both FO service pump discharge valves
nc
is in a standby condition, a solenoid valve on the return line automatically h) Open the HFO service tank quick-closing valve QR36, and
opens to circulate fuel back to the mixing box, keeping the fuel oil at working Closed FO heater inlet valve RR39
crossover isolating valve QR83 to the three-way changeover
temperature immediately before the burner. On the recirculating line is a Closed FO heater outlet valve RR40
cock. Operate the suction changeover cock RR63 to take
changeover cock, where the fuel can be diverted from returning to the mixing Open FO heater bypass valve RR38 suction from the HFO service tank. The proximity switch on the
box to either the HFO settling tank or MDO service tank. This changeover Open Inlet valve to pressure control valve RR37 changeover cock will now activate the mixing tank three-way
cock would normally be used for flushing fuel oil back to the HFO tank when direction control valve RR64, directing the HFO to the mixing
U
Open Outlet valve from pressure control valve RR35

changing from MDO to HFO or vice versa. tank. On the boiler control board the system indication light will
Closed Boiler pressure control valve bypass valve RR36
now indicate that the system is operating on HFO.
A steam connection is fitted to the fuel oil line to the burner after the double Open Inlet valve to boiler burner before solenoid valves RR47
shut-off solenoid valves and is used for automatic purging of the burner prior Open Boiler recirculating valve RR67
to shut down. Open Boiler inlet valve to pressure control valve RR57

i) Flash the boiler and continue firing as required. MDO in the
fuel line will gradually be replaced by HFO. There may be some
change in combustion as the HFO starts to burn and the fuel
temperature varies.
y
j) Continue raising the fuel oil temperature manually.
op
k) Change the operation of the heater steam control valve to
automatic by fully opening the steam inlet valve.
HFO is now circulating through the system and the boiler is now ready for
firing on HFO using steam atomising.
C
l) Stop firing the boiler and change over to steam atomisation by
opening the steam atomising valve on the boiler steam drum and
closing the air atomising valve RR86. Reflash the boiler using
steam atomising.
d
m) When the boiler is firing on HFO under stable combustion
conditions change the boiler burner to automatic control.
lle
The boiler is designed to operate and remain on standby using HFO.
Changeover to MDO is only necessary when maintenance is required and for
long periods of shut down, such as refit.
n) After the boiler is firing on HFO put the other fuel oil pump on
o
auto start.
CAUTION
Do not change to steam atomising until the system is charged with HFO
and is firing under stable conditions.
tr
on
nc
U

Illustration 2.6.4a Incinerator Fuel Oil Service System

Shore Connections
From MDO
QR21 Separator
QR51 QR51
(or Feed Pump)
y
Combustion MDO
Chamber Tank for
Incinerator
op
0.85m3
Incinerator
XA
PI PI
QU1
QU2
Pilot Diesel Oil
C
Supply Pump
80 litre/hour
5kg/cm2
QU8
QU4 TI TI
LS
d
Incinerator QU16
Waste Oil
Mixing Tank
lle
PI 5m3 QU17
FG FAN BURNER SL HEATER SL PUMP RUNNING EXT.ALARM
LS
FLUE GAS TEMP. 26°C QU5 QU15

COMBUST. CHMB. TEMP 24°C Incinerator Sludge Supply QU18
CHAMBER PRESSURE 0mmWC Sludge Pump
READY
1:50:13 NEXT Burning Pump 30m3/h x
10kg/cm2
o
LOADING SOLID SW SLUDGE SLUDGE
STOP
SLAGGING WASTE SLUDGE HEATER PUMP QU6
To No.2 HFO
QU3 QD7
To FO Tank (Port)
Sludge
7
ABCD
4
MNOP
1
8
EFGH
5
QRST
2
9
IJKL
6
UVWX
3
PREV
LIST MAIN
MAIN
tr To FO
Sludge
Tank
QR30
QR27
Tank
QR29 QR31 From

on
YZ!? C1-C4 <>()
To Dirty Bilge Water Tank Bilge
-
+/*=
0
°%#
.
@
Pump
PI
PS
Sludge Pump
PI 83 litre/min
nc
From Working P
Air System
Key To FO
QU20 Drain Tank
From Saturated
QR34
Sludge Steam System
QU7
To Dirty Bilge QR33 QR32 QU13 QR25
MDO System Water Tank QR80
U
Sea Water Crossover Main

QR82 QR79
Air
QD12 To Bilge Pump
Bilge Dirty Water Tank From LO From FO From FO
Steam High Suction Sludge Tank
Sludge Tank Drain Tank
Bilge Clean Bilge Dirty Water Tank
Sea Water Water Tank Low Suction QD26

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

Closed Discharge to shore connection QR31
• Port No.1 HFO tank (isolated with a spectacle blank) The incinerator MDO system is now set and the incinerator may be operated.
Closed Discharge to FO sludge tank QR27
• Incinerator waste oil tank Closed Discharge to port No.1 HFO tank QR29
g) Start the sludge transfer pump and fill the incinerator waste oil
U
tank.
h) Shut off the steam heating of the tank being discharged when it
is empty.

Illustration 2.6.4a Incinerator Fuel Oil Service System

Shore Connections
From MDO
QR21 Separator
QR51 QR51
(or Feed Pump)
y
Combustion MDO
Chamber Tank for
op
Incinerator
0.85m3
Incinerator
XA
PI PI
QU1
QU2
Pilot Diesel Oil
C
Supply Pump
80 litre/hour
5kg/cm2
QU8
QU4 TI TI
d
LS
Incinerator QU16
Waste Oil
Mixing Tank
lle
PI 5m3 QU17
LS
FLUE GAS TEMP. 26°C QU5 QU15

COMBUST. CHMB. TEMP 24°C Incinerator Sludge Supply QU18
CHAMBER PRESSURE 0mmWC Sludge Pump
READY
1:50:13 NEXT Burning Pump 30m3/h x
10kg/cm2
o
LOADING SOLID SW SLUDGE SLUDGE
STOP
SLAGGING WASTE SLUDGE HEATER PUMP QU6
To No.2 HFO
QU3 QD7
Tank (Port)
7
ABCD
4
MNOP
1
8
EFGH
5
QRST
2
9
IJKL
6
UVWX
3
PREV
LIST MAIN
MAIN
tr Sludge Collecting
QR34 QR30
QR27 QR29 QR31 From
on
YZ!? C1-C4 <>()
Pump 5m3/h To Dirty Bilge Water Tank To FO Bilge
-
+/*=
0
°%#
.
@
Sludge Pump
Tank
PI
PS
Sludge Pump
nc
PI 83 litre/min
From Working P
Air System
Key To FO
QU20 To FO Sludge Drain Tank
From Saturated Tank
Sludge Steam System
QU7
To Dirty Bilge QR33 QR32 QU13 QR25
MDO System Water Tank QR80
U

QR82 QR79
Air
QD12 To Bilge Pump
Bilge Dirty Water Tank From LO From FO From FO
Steam High Suction Sludge Tank
Sludge Tank Drain Tank
Bilge Clean Bilge Dirty Water Tank
Sea Water Water Tank Low Suction QD26

2.6.4 Incinerator Fuel Oil Service System The sludge collecting pump can take suction from: i) Supply steam heating to the incinerator waste oil tank.
• Bilge tank; clean
Sludge Transfer Pump j) Shut off steam tracing.
Maker: Allweiler • Bilge tank; dirty (high and low suctions)
y
k) When the line has cooled shut all isolating valves.
Type: Stator
Model: AE1E50-ID/111P01 Procedure for Transferring Waste Oil to the Incinerator Waste
Oil Tank Procedure for Operating the Incinerator Waste Oil System
op
No. of sets: 1
Capacity: 83 litres/min
a) All valves are initially closed. Waste oil should be allowed to settle in the incinerator waste oil tank with
steam heating applied. Water should be drained off the tank before the waste
Sludge Collecting Pump b) Supply steam heating to the heating coils of the tanks to be oil is burned.
Maker: Unknown transferred.
C
Type: Stator a) Supply steam heating to the incinerator waste oil tank and open
Model: Unknown c) Supply steam heating to the steam tracing lines. the drain valve QU6 in order to drain water from the tank.
No. of sets: 1 b) Open the incinerator waste oil tank quick-closing outlet valve
CAUTION
Capacity: 5m3/h QU15 and the recirculating valve QU4; start the incinerator
Trace heating should not be applied to sections of pipeline isolated by
d
sludge supply pump. Waste oil/sludge in the incinerator waste
closed valves on the FO side, as damage, such as blown flange joints,
Incinerator Dosing Pump could occur due the expansion of the contents.
oil tank will be circulated back to the tank. This has the effect
Maker: Mono of dispersing any water droplets throughout the oil charge and
lle
of equalising the temperature of the waste oil charge.
Model: SB14R5/HMO d) Open one set of the following suction valves in the table below.
No. of sets: 1 The suction valve from the sea water main QD26 must be
c) When the incinerator is at the correct temperature on MDO
closed.
firing the burning of waste oil can commence. Open the supply
The incinerator burner is supplied with MDO from an independent incinerator valves to the incinerator and close the recirculation valve QU4.
Description Valve
o
MDO service tank. MDO is used to burn garbage and to assist with the burning
of waste oil. Pump suction from FO sludge tank QR25 d) Activate the burning of waste oil by selecting SLUDGE burning
Pump suction from FO drains tank QR32 at the control panel.
A sludge oil tank for the incinerator supplies the incinerator sludge burner
with sludge/waste oil, this tank in turn is supplied with sludge/waste oil by the
sludge transfer pump.
tr
Pump suction from LO sludge tank
e) Ensure that the sludge pump suction filter is clean.

QR33
e) When the waste oil tank is empty shut down the incinerator and
waste oil burning system.
on
The sludge transfer pump can take suction from: f) Set up the sludge transfer pump discharge valves as in the table Procedure for Operating the Incinerator Pilot Diesel Oil
• FO sludge tank below.
System
• LO sludge tank
Position Description Valve a) Open the incinerator MDO tank outlet quick-closing valve QU1
• FO drain tank
Open Sludge pump discharge valve to incinerator QR30 and the pilot burner suction valve QU2.
nc
waste oil tank

The sludge transfer pump discharges to:
Closed Discharge to shore connection QR31 The incinerator MDO system is now set and the incinerator may be operated.
• FO sludge tank Closed Discharge to FO sludge tank QR27
• Shore connections (port and starboard) Closed Discharge to port No.2 HFO tank QR29
• Port No.2 HFO tank (isolated with a spectacle blank)
U
g) Start the sludge transfer pump and fill the incinerator waste oil
• Incinerator waste oil tank tank.
Sludge collected in the bilge dirty water tank is transferred to the FO sludge h) Shut off the steam heating of the tank being discharged when it
tank via an independent sludge transfer pump, this pump can also draw from is empty.
the bilge clean water tank.

Illustration 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
Main Deck Manifolds
AT17 AT18
y
AT15 AT16
AT11 AT12
op
AT7 AT109
AT8
AT4 AT5 AT6

AT2 AT3 AT111
C
Upper Deck
LAH LAH LAH LAH LAH LAH LAH LAH LAH
LS HFO Storage
HFO Storage HFO Minor HFO Storage HFO Storage
Tank No.2
DO Service DO Storage HFO Settling HFO Service Tank No.1 Tank No.1 Tank No.2
Port Tank Starboard
Tank Tank Tank Tank Port Starboard Starboard
d
(163.5m3) (150.6m3)
(42.6m3) (112.4m3) (31.4m3) (34.7m3) (176.3m3) (176.3m3) (254.9m3)
TAH TAH TAH TAH
lle
LS TAH TAH
LAL LAL Designated
LSHFO Storage
QR39 QR81 QR37 QR36 Tank QR7
QR10 QR9
o
QR8 QR24
QR28
SR29
SR8 SR9
To Auxiliary
QR38
To FO
Separator
Feed Pumps
SR41 QR44
tr QR83
Boiler
on
QR14
QR23
QR28 To DO
Separator QR13 QR22
Feed Pump HFO Transfer
QR16 Pump
50m3/h
nc
QR12
QR15 QR1
QR5 QR19 QR18
Auto Start/ MDO Transfer
Stop Pump
50m3/h
QR4
Key
U
Heavy Fuel Oil
LAH Diesel Oil

QR6 QR11
FO Overfill Tank

2.7 Fuel Oil and Diesel Oil Transfer The HFO pump is located in the port forward area of the engine room floor Heavy Fuel Oil Tanks
Systems and is used to transfer fuel oil from the storage tanks to the settling tanks at
a rate of 50m3/h and a pressure of 4.0kg/cm2. It is possible to use the diesel Compartments Location Capacities (m3)
oil transfer pump for fuel oil service, and vice versa in an emergency. The Frame Full 98% Full 95% Full
y
2.7.1 Fuel Oil and Diesel Oil Bunkering and
spectacle pieces separating the suction lines and discharge lines are normally No.1 HFO Tank (P) 42-44 179.94 176.3 170.9
Transfer System
in the blanked position. Heavy fuel oil is transferred to the service tank by the No.1 HFO Tank (S) 42-44 179.94 176.3 170.9
op
HFO separators. No.2 HFO Tank (P) 36-42 166.81 163.5 158.5
Heavy Fuel Oil Transfer Pump
No.2 HFO Tank (S) 36-42 260.07 254.9 247.1
Maker: Hounttuin BV The FO settling tank overflows to the FO overflow tank and the FO service
tank overflows to the FO settling tank. The fuel oil transfer pump is used to HFO Minor Tank (S) 36-42 153.68 150.5 145.9
Model: 200 Serie
pump the contents of the fuel oil overflow tank to the fuel oil storage tanks or HFO Settling Tank (P) 36-39 32.02 31.4 36.5
No. of sets: 1
the FO settling tank. The fuel oil can be transferred from one storage tank to HFO Service Tank (P) 36-39 35.42 34.7 33.6
Capacity: 50m3/h at 4.0kg/cm2
C
another for trim or other purposes, using the transfer pump and the bunkering FO Overflow Tank (P) 34-38 22.6 22.2 21.5
line. The service tank can be drained using the transfer pump, this procedure is
Marine Diesel Oil Transfer Pump FO Drain Tank (P) 34-36 3.47 3.4 3.3
necessary when the ship transfers over to low sulphur fuel oil in the designated
Maker: Allweiler trading areas. FO Sludge Tank (Ctr) 37-38 21.55 21.1 20.5
Model: SNF 940ER42 U8.9W1 Total 1055.51 1034.4 1002.7
d
Outlet valves from all fuel tanks are remotely operated quick-closing valves,
No. of sets: 1
with a collapsible bridge which can be pneumatically operated from the fire
Capacity: 50m3/h at 4.0kg/cm2 control station. After being tripped from the fire control station the valves Preparation and Procedure for Loading and Transfer of
lle
must be reset locally. The service and settling tanks are also fitted with a self- Bunkers
closing test cock to test for water and to drain any water present. Tundishes
Fuel Oil System under the self-closing test cock drain any liquid to the FO drain tank. All tanks Before and during bunkering, the following steps should be complied with:
Introduction are provided with local and remote temperature indication plus remote level
indication in the cargo control room via the IPH-Automation and Monitoring Note: Maersk rules and regulations covering the loading and transfer of fuel
o
Fuel oil, for all purposes on board the ship, is stored in five fuel oil bunker system. The tanks also have an overfill alarm. oil bunkers must be complied with at all times.
tanks located forward of the engine room. There are two on the port side and
three on the starboard side. In the early vessels of this class a number of the The HFO transfer pump is used to transfer HFO from any of the HFO storage The purpose of the following procedure is to ensure that bunkers of the correct
FO and DO storage tanks lay directly against the ship’s side. A feature of this
ship is the formation of an open void area separating all of the FO tanks from
the ship’s side, additionally, the capacity of the two DO double bottom storage
tanks have been amalgamated as a single deep tank which is relocated adjacent
tr
tanks to the HFO settling tank prior to separation. The HFO transfer pump
may be started and stopped manually but it is normally arranged for automatic
starting and stopping by means of the float switches in the HFO settling tank.
In order to allow for this the pump mode switch in the starter panel (in the
specification and agreed quantity are received on board in a safe and efficient
manner.
a) Shore and barge tanks should be checked for water content.

on
to the HFO service and settling tanks. The DO service tank has also been ECR) must be set to AUTO. The pump is started by the low level switch in
relocated into in this area. the HFO settling tank and is stopped by the high level switch. A ‘Long Run’ b) Representative samples are to be drawn using the continuous
relay has been added to the control circuit which will stop the pump if it runs drip method for the duration of the loading operation and
From the storage tanks, fuel oil is transferred to a fuel oil settling tank, where for a specified time, presently it is set for 30 minutes which is approximately dispatched for analysis.
it is allowed to settle prior to being purified into the fuel oil service tank. Fuel just longer than the average time required to fill the setting tank. If the relay
oil is supplied to the main engine, generator engines and auxiliary boiler from operates an indication lamp on the group starter panel will light up. If the HFO c) Where possible new bunkers are to be segregated on board prior
nc
the fuel oil service tank, although it must be noted that the FO returns from the transfer pump is used on the MDO system it must be operated manually. The to use until results of laboratory analysis are received.
boiler can only be directed to the HFO settling tank when operating on HFO. MDO transfer pump can only be operated manually.
If necessary, the auxiliary boiler can be supplied directly from the HFO settling d) No internal transferring of bunkers should take place during
tank, although this can cause operational problems with the FO flow meter All fuel oil tanks are fitted with heating coils, heating steam being supplied at bunker loading operations, unless permission has been obtained
on the boiler becoming damaged due to poor quality untreated fuel passing 7.0kg/cm2 from the heating steam system. Condensate from the heating coils from the Chief Engineer.
U
through the unit. flow to the cascade tank via an oil detector and observation tank. All fuel oil
transfer lines are trace heated by steam also at 7.0kg/cm2. Ensure that steam e) The Chief Engineer should also calculate the estimated finishing
The fuel oil storage tanks are filled from fuel oil bunkering line connections heating in on the duty storage tank being used for transfer in order to assist in ullages/dips, prior to the starting of loading.
located at the cargo manifold. The bunkering line is fitted with a relief valve, the transfer of fuel. If the viscosity of the fuel is too high, there is a possibility
which discharges into No.1 HFO tank starboard. The HFO storage tanks all that the fuel oil transfer pump will trip out on overload. f) Bunker tanks should not exceed 95% full.
overflow to the FO overflow tank.

Illustration 2.7.1a Fuel Oil and Diesel Oil Bunkering and Transfer System
Main Deck Manifolds
AT17 AT18
y
AT15 AT16
AT11 AT12
op
AT7 AT109
AT8
AT4 AT5 AT6

AT2 AT3 AT111
C
Upper Deck
LS HFO Storage
Tank No.2
Port Tank Starboard
d
(163.5m3) (150.6m3)
(42.6m3) (112.4m3) (31.4m3) (34.7m3) (176.3m3) (176.3m3) (254.9m3)
TAH TAH TAH TAH
lle
LS TAH TAH
LAL LAL Designated
LSHFO Storage
QR10 QR9
o
QR8 QR24
QR28
SR29
SR8 SR9
To Auxiliary
QR38
To FO
Separator
Feed Pumps
SR41 QR44
tr QR83
Boiler
on
QR14
QR23
QR28 To DO
Separator QR13 QR22
QR16 Pump
50m3/h
nc
QR12
QR15 QR1
QR5 QR19 QR18
Stop Pump
50m3/h
QR4
Key
U
Heavy Fuel Oil
LAH Diesel Oil

QR6 QR11
FO Overfill Tank

g) Any bunker barges attending the vessel are to be safely moored g) Check the ship to barge/shore connection and pipeline for
alongside before any part of the bunker loading operation CAUTION leaks.
begins. At least one bunker tank filling valve must be fully open at all times
during the bunkering operation in order to prevent overpressure of the h) Check that fuel oil is flowing into the required fuel oil storage
h) Level alarms fitted to bunker tanks should be tested prior to any bunker line. tank(s) and not to any other tank.
y
bunker loading operations.
Relevant information to be entered in the Oil Record Book on completion of i) Increase the bunkering rate to the agreed maximum in compliance
op
i) Verify that all lines are sound, by visual inspection. loading. with GSMS 1074 limitations. Commence taking a representative
sample.
j) Complete the pre-transfer check list.
Procedure to Load Bunkers from Shore/Barge j) As the level in the first fuel oil storage tank approaches 90%,
k) All personnel involved should be aware of the contents of the close in the filling valve to top up the tank slowly, then close the
a) At the bunker connection to be used, remove the blank and filling valve completely when the required level is reached.
Chief Engineer’s bunker loading plan.
connect the bunkering hose.
C
l) The Chief Engineer is responsible for bunker loading operations, k) Repeat above until only two tanks remain open, then signal to
b) Ensure that the blank on the other bunkering connections are shore to reduce the pumping rate.
assisted at all times by a sufficient number of officers and ratings
secure and that the valves are closed, the drain and sampling
to ensure the operation is carried out safely.
valves are closed and the drip tray is empty and the drain l) When down to the final tank, signal to shore to further reduce
d
closed. the flow rate to 50m3/h until the tank is full and then signal to
m) A watch should be kept at the manifold during loading.
stop.
c) Open the filling valve(s) on the fuel oil storage tanks to be filled
n) Personnel involved in the operation should be in radio contact
lle
as shown in the following table: m) Close the valve at the bunkering connection.
with each other.
o) The maximum design pressure in the bunker line should not be Description Valve n) Open the vent at the bunkering connection and allow the hose to
exceeded. No.1 port HFO bunker tank AT2 drain back to the supplier.
No.2 port HFO bunker tank AT3
o
p) Safe means of access to barges/shore shall be used at all times. o) Disconnect the hose connection and replace the blank.
No.1 starboard HFO bunker tank AT5
No.2 starboard HFO bunker tank AT6 p) Close the tank filling valves.
q) All scuppers and save-alls (including those around bunker tank
r)
vents) should be effectively plugged.
Drip trays are to be provided at bunker hose connections.

tr
HFO minor tank
d)
AT4
Open the valve at the selected bunkering connection at the cargo

manifold and the aft isolating valve as shown in the following
Low Sulphur Fuel Oil
on
Low sulphur fuel oil is stored in No.2 port and is loaded via the HFO bunker
s) Oil spill containment and clean up equipment must be deployed table:
main. The appropriate bunker manifold valve must be open and all other
and ready for use. bunkering valves and tank filling valves must be closed in order to prevent low
Description Valve sulphur FO from being pumped to any other tank. The bunkering procedure for
t) Loading should start at the agreed minimum loading rate. Only Port forward manifold valve AT17 loading low sulphur fuel oil is the same as for loading HFO. When bunkering
upon confirmation of no leakage and fuel (only) going into Starboard forward manifold valve AT18 is completed into this tank the valve should be closed and sealed with a
nc
the nominated tanks, should the loading rate be increased. The disposable tag.
Port aft manifold valve AT15
allowable loading rates which is dependant on the nominal size
of the bunker main and the filling branch lines is given in the Starboard aft manifold valve AT16
companys GSMS, Item 1074. After deck isolating valve AT109
u) When topping off, the flow of oil to the tank in question should e) Establish effective communication between the control room
U
be reduced by diverting the flow of oil to another tank. In and the bunkering station (bunker barge or shore bunkering
the case of the final tank, the loading rate should be reduced facility).
to 50m3/h at least 20 minutes before the finishing ullage is
reached. This reduced pumping rate for topping off the final f) Signal to the bunkering station to commence bunkering fuel oil
tank must be agreed with the bunker barge before the loading of at a slow rate.
bunkers commences.

Illustration 2.7.1b Fuel Oil Transfer System Using the Diesel Oil Transfer Pump
Main Deck Manifolds
AT17 AT18
y
AT15 AT16
AT11 AT12
op
AT7 AT109
AT8
AT4 AT5 AT6

AT2 AT3 AT111
C
Upper Deck
LS HFO Storage
Tank No.2
Port Tank Starboard
Tank Tank
d
Tank Tank Port (150.6m3) Starboard Starboard
(163.5m3)
(42.6m3) (112.4m3) (31.4m3) (34.7m3) (176.3m3) (176.3m3) (254.9m3)
TAH TAH TAH TAH
lle
LS TAH TAH
LAL LAL Designated
LSHFO Storage
o
QR10 QR9 QR8 QR24
QR28
SR29
SR8 SR9
QR38
To FO
Separator
Feed Pumps
SR41 QR44
tr QR83
To Auxiliary
Boiler
on
QR14
QR23
QR28 To DO
Separator QR13 QR22
QR16 Pump
50m3/h
nc
QR12
QR15 QR1
QR5 QR19 QR18
Stop Pump
50m3/h
QR4
Key
U
Heavy Fuel Oil
LAH Diesel Oil

QR6 QR11
FO Overfill Tank

To Transfer Fuel Oil using the Fuel Oil Transfer Pump To Transfer Fuel Oil Using the Diesel Oil Transfer Pump The LSFO transfer procedures are included in the following description for
complete changing over to LSFO operations.
a) Rearrange the spectacle pieces in the discharge and suction
a) Open the suction valves (as shown below) at the storage tank
crossover lines between the diesel oil and fuel oil pumps to the
from which fuel is to be transferred: a) Change over the FO separator(s) from settling to service tank, to
open position. Ensure that the DO and HFO tank valves are shut
service to service tank operations. Ensure that the spectacle blank
y
along with the suction line isolating valves before the spectacle
Description Valve between the service tank transfer suction quick-closing valve
blanks are rotated.
HFO overflow tank QR68 QR36 and crossover to the FO separator isolating valve SR28 has
op
been turned into the open position.
No.1 port HFO bunker tank QR9 b) Open the diesel oil transfer pump suction valve QR18 and the
No.2 port HFO bunker tank QR10 pump cross-connection suction valve QR11.
It is assumed that the boiler if in operation is being supplied from
No.1 starboard HFO bunker tank QR8 the HFO service tank.
c) Open the diesel oil transfer pump discharge valve QR19 and the
No.2 starboard HFO bunker tank QR24 pump cross-connection discharge valve QR15.
HFO minor tank QR7 Position Description Valve
C
HFO settling tank QR6, QR37 d) Open the selected fuel oil storage tank suction valve. Open Separator suction valve from the HFO service tank SR28
HFO service tank QR44, QR36 Closed Transfer pump suction isolator valve from service tank SR44
e) Open the selected tank inlet valve. Closed Transfer pump suction isolator valve from settling tank SR6
b) Open the HFO transfer pump discharge valve QR14 to the HFO Close Separator suction valve from the HFO settling tank SR29
d
settling tank. f) Ensure all diesel tank inlet valves are closed and the pump
discharge line isolating valve QR23 to the main deck manifolds
b) Shut off the tank heating system for the settling tank. Transfer
c) Open the HFO transfer pump suction valve QR1. is closed.
the remaining fuel oil in the settling tank to a nominated fuel oil
lle
tank which contains the same bunker fuel. Set the HFO transfer
d) Open the HFO transfer pump discharge valve QR12. g) Start the diesel oil transfer pump manually, ensure that the
pump into manual operation.
FO is being drawn from the correct storage tank and is being
e) Ensure that the HFO transfer pump discharge valve to the transferred to the HFO settling tank.
bunker line QR13 is closed.
h) The automatic cut-in/out float switches in the HFO setting tank Open HFO settling tank suction isolating valve QR37
o
f) Open the pump suction isolating valve QR5 from the FO will not operate for MDO transfer pump operations, therefore Closed Separator suction valve from the HFO settling tank SR29
storage tanks. Ensure that the pump suction valve QR4 from the the MDO pump must be started and stopped manually when Open Transfer pump suction isolator valve from settling tank SR6
FO overflow tank is shut. the required amount of fuel oil has been transferred to the HFO
g) Select the HFO transfer pump for AUTO operation. The pump
will start and stop automatically in response to the operation of tr settling tank.
CAUTION
Closed
Open
Open
Transfer pump suction isolator valve from service tank
Transfer pump suction line isolator valve
Transfer pump suction valve
QR44
QR6
QR1
on
the level switches in the HFO settling tank. Closed Transfer pump suction line isolator valves from the QR4
Ensure that all fuel oil is flushed out of the diesel oil transfer pump prior
overflow tank and storage tanks QR5
to restoring it to diesel oil service. This can be achieved by opening the
h) Check that fuel oil is being correctly transferred, i.e. that diesel oil suction, and then pumping for a few moments with a discharge Closed Transfer pump suction crossover line isolator valve from QR11
it is being transferred from the required storage tank to the to the fuel oil tanks open. Before starting the pump to transfer diesel the DO line
designated destination. oil, make absolutely sure that all discharges to the fuel oil system are Open Transfer pump discharge isolating valve QR12
securely closed and spectacle pieces in the suction and discharge are Closed Transfer pump discharge isolating valve to the settling QR14
nc
i) The pump will stop automatically when in AUTO mode when restored to the closed position. tank
the required amount of oil has been transferred.
Closed Transfer pump discharge isolating valve to the DO QR15
j) The line valves are left in the open position when the system is To Transfer Low Sulphur Fuel Oil (LSFO) using the Fuel Oil crossover line
set for AUTO operation. Transfer Pump Closed Transfer pump discharge isolating valve to the bunker AT109
line manifolds. All bunker connections should be closed
U
CAUTION The following procedure is used when the ship is to enter a Sulphur Emission and blanked.
When a HFO storage tank approaches low level the HFO transfer pump Control Area. The change over operation should be carried out and completed Open Transfer pump discharge isolating valve to the storage AT111
should be operated manually so that it can be stopped immediately that approximately 12 hours before the environmental control area is reached. This tanks
it loses suction; dry running of the pump can cause serious damage. time frame takes into account the remaining fuel oil which was remaining Open Nominated HFO storage tank according to bunker type
in the HFO service tank and transfer pipelines during the transfer operation. Closed No.2 port HFO storage tank (sealed closed) AT3

c) With the lines set, open the transfer pump discharge valve i) With the lines set, open the transfer pump discharge valve QR13
QR13 and transfer the remaining fuel in the settling tank to the Position Description Valve and transfer fuel in the service tank to the nominated storage
nominated storage tank. When the transfer begins ensure that Open MDO service tank suction valve RR10 tank. When the transfer begins ensure that the level in the
the level in the nominated receiving tank increases rather than Open MDO supply pump suction valve RR11 nominated receiving tank increases rather than any other tank.
y
any other tank. Monitor the pump discharge closely in order to Open MDO supply pump discharge valve RR12 Monitor the pump discharge closely in order to stop the pump
stop the pump when suction is lost. Closed MDO supply pump discharge recirculation valve RR13 when a level of 0.8m is reached in the HFO service tank.
op
d) When the transfer is complete stop the pump and shut all of the h) Start the MDO supply pump. On the generator engine to be Note: During this transfer operation, the operation of the FO separator(s) and
transfer line valves. run on DO, change the fuel oil inlet three-way valve to the DO boiler maybe affected as they will both be drawing off the same line through
position. Ensure that there is no hunting of the engine load as their own respective branch lines.
e) Line up the transfer pump to draw from No.2 port tank and DO begins to be used. Maintain the return valve from the engine
discharge to the HFO settling tank. to the HFO line in order to flush the remaining HFO from the j) When the transfer is complete stop the pump and shut all of the
C
pipeline. transfer line valves.
Closed HFO storage tank suction valves from No.1, 2 and QR24, QR8 After approximately five minutes, or when it can be determined k) Set the FO separator(s) back to settling to service tank
minor tank starboard and No.1 port QR7, QR9 by the return temperature of the fuel oil passing through the operations.
Open No.2 port LSFO storage tank suction valve QR10 line, change over the return valve to the DO position.
d
Open Transfer pump suction valve from storage tanks QR5 Position Description Valve
Transfer the remaining fuel oil in the HFO service tank down to a level of Open Separator suction valve from the HFO settling tank SR29
Open Transfer pump suction isolating valve QR1
approximately 0.8m to a nominated fuel oil tank which contains the same
Closed Transfer pump suction isolator valve from service tank SR44
lle
Closed Transfer pump suction line isolator valves from the QR4, QR6 bunker fuel. Set the HFO transfer pump into manual operation.
overflow tank and settling/service tanks Closed Transfer pump suction isolator valve from settling tank SR6
Closed Transfer pump suction crossover line isolator valve QR11 Closed Separator suction valve from the HFO service tank SR28
from the DO line
Closed Transfer pump suction isolator valve from settling tank SR6
Open Transfer pump discharge isolating valve QR12 l) When the level of the HFO service tank is determined to
Open Transfer pump suction isolator valve from service tank QR44 be rising again, the generator engine running on DO can be
o
Open Transfer pump discharge isolating valve to the QR14
Open Transfer pump suction valve from service tank QR36 changed back over to HFO operations.
settling tank
Open Transfer pump suction line isolator valve QR6
Closed Transfer pump discharge isolating valve to the DO QR15 Change over the outlet valve on the generator engine followed
Closed
crossover line
Transfer pump discharge isolating valve to the deck
line and storage tanks
QR13
tr
Open
Closed
Transfer pump suction valve
Transfer pump suction line isolator valves from the
overflow tank and storage tanks
QR1
QR4
QR5
by the inlet valve. Ensure there is no hunting of the engine load.
The MDO supply pump can now be stopped and the line valves
closed.
on
Closed Transfer pump suction crossover line isolator valve from QR11
f) Set the transfer pump into automatic operation, the pump the DO line m) Record the time and date of the transfer and the quantity of fuel
should now cut in and transfer fuel from the No.2 port storage Open Transfer pump discharge isolating valve QR12 transferred in the ‘changeover log book’.
tank, the pump will stop automatically at the high level cut-out Closed Transfer pump discharge isolating valve to the settling QR14
point. Return steam heating onto the settling tank when there is tank n) Place indication notices of the on the HFO storage tanks, other
sufficient fuel covering the heating coils. than No.2 port HFO tank, ‘Do Not Open High Sulphur Fuel’.
Closed Transfer pump discharge isolating valve to the DO QR15
nc
crossover line
It will be necessary to reduce the level in the FO service tank to approximately
5m3 (0.8m), therefore it is considered prudent in the interests of the ship’s Closed Transfer pump discharge isolating valve to the bunker AT109
safety to transfer one of the running generator engines to operate on DO during line manifolds. All bunker connections should be closed
the transition stage of lowering the service tank and replenishing it with low and blanked.
sulphur fuel oil from the separator(s). Open Transfer pump discharge isolating valve to the storage AT111
U
tanks
g) Set the line valves on the MDO supply pump then start the Open Nominated HFO storage tank according to bunker type
pump and change over one generator engine to DO operations. Closed No.2 port HFO storage tank (sealed closed) AT3

Illustration 2.7.1c Diesel Oil Transfer System Using the Diesel Oil Transfer Pump
Main Deck Manifolds
AT17 AT18
y
AT15 AT16
AT11 AT12
op
AT7 AT109
AT8
AT4 AT5 AT6

AT2 AT3 AT111
C
Upper Deck
LS HFO Storage
Tank No.2
Port Tank Starboard
d
(163.5m3) (150.6m3)
(42.6m3) (112.4m3) (31.4m3) (34.7m3) (176.3m3) (176.3m3) (254.9m3)
TAH TAH TAH TAH
lle
LS TAH TAH
LAL LAL Designated
LSHFO Storage
o
QR10 QR9 QR8 QR24
QR28
SR29
SR8 SR9
QR38
To FO
Separator
Feed Pumps
SR41 QR44
tr QR83
To Auxiliary
Boiler
on
QR14
QR23
QR28 To DO
Separator QR13 QR22
QR16 Pump
nc
QR12 50m3/h
QR15 QR1
QR5 QR19 QR18
Stop Pump
50m3/h
QR4
Key
U
Heavy Fuel Oil
LAH Diesel Oil

QR6 QR11
FO Overfill Tank

Diesel Oil System a) Ensure that the blank on the other bunkering connection is secure To Transfer Diesel Oil using the Diesel Oil Transfer Pump
and that the valve is closed; also ensure that the drain valves
Introduction are closed. Also ensure that the DO transfer pump discharge a) Open the suction valve QR81 from the MDO storage tank.
isolation valve on deck (outboard of the filling isolation valve)
y
Diesel oil (MDO) on board the ship is stored in a single storage tank located to the bunker line is closed, AT8. b) Open the storage tank line isolating valve to the pump suction
directly forward of the DO service tank on the port side of the engine room. QR28, ensure that the isolating valve to the DO separator is
From the storage tank, MDO is transferred to the diesel oil service tank, using b) Open the filling valve on the diesel oil storage tank. The filling closed, SR9.
op
the MDO purifier or transfer pump. MDO can be supplied to the main engines, valve is located on deck just aft of the tank cleaning heater. The
generator engines and boiler from the DO service tank. The inert gas system, MDO bunker line overpressure relief valve is located just before c) Open the pump suction main line isolating valve QR16.
incinerator and emergency generator tanks can be filled from the diesel oil the tank valve with its relief line joining back into the filling line
service tank using the purifier feed pump or from the main storage tank using just after the isolating valve. d) Open the diesel oil transfer pump suction valve QR18.
the purifier.
e) Open the diesel oil transfer pump discharge valve QR19 and the
C
Description Valve
The diesel oil storage tank is filled from a diesel oil bunkering line located at pump outlet valve to the DO service tank, QR22.
the cargo manifold. The diesel oil transfer pump is located port forward on Port storage tank filling valve AT7
the engine room floor and is used to transfer DO from the storage tanks to the f) Start the diesel oil transfer pump.
MDO service tank at a rate of 50m3/h and a pressure of 4.0kg/cm2. It is possible c) Open the valve at the bunkering connection at the cargo
to use the fuel oil transfer pump for diesel oil service, and vice versa. manifold.
d
g) Check that diesel oil is being correctly transferred, i.e., that it is
being transferred from the required storage tank to the service.
The MDO service tank overflows to the fuel oil overflow tank via a line fitted Description Valve
with a sight glass. Port manifold valve AT11
lle
h) Stop the pump when the required amount of oil has been
Starboard manifold valve AT12 transferred.
Diesel Oil Tanks
d) Establish effective communication between the control room i) Close all valves.
Compartments Location Capacities (m3) and the bunkering shore/barge station.
Frame 100% 98% 95% To Transfer Diesel Oil using the Fuel Oil Transfer Pump
o
MDO service tank (P) 36-39 43.44 42.6 41.3 e) Signal to the shore/barge station to commence bunkering diesel
MDO storage tank (P) 39-42 114.65 112.4 108.9 oil at a slow rate. CAUTION
Total 158.09 154.9 150.2
All outlet valves from all diesel oil tanks are remotely operated quick-closing
valves with a collapsible bridge which can be pneumatically operated from the
tr
f)
g)
Check the ship to shore connection and pipeline for leaks.
Check that diesel oil is flowing into the diesel oil storage tank.
Ensure that all fuel oil is flushed out of the fuel oil transfer pump prior to
using it on diesel oil service. This can be achieved by opening the diesel oil
suction and then pumping for a few moments with a discharge to the fuel oil
tanks open. Before starting the pump to transfer diesel oil, make absolutely
on
fire control station. After being tripped from the fire control station the valves sure that all discharges to the fuel oil system are securely closed.
h) Increase the bunkering rate to the agreed maximum rate.
must be reset locally. The MDO service and storage tank are fitted with a self-
closing test cocks to test for water and to drain any water present. Tundishes a) Rearrange the blanks in the crossover between the MDO and
i) As the level in the diesel oil storage tank approaches 90%,
under the self closing test cock, drain any liquid to the FO drain tank. HFO pump discharge and suction connections, to the open
signal to shore/barge to reduce the pumping rate to the agreed
rate in preparation for stopping. When the correct level is position.
nc
Preparation for the Operation of Loading Diesel Oil reached signal to shore to stop.
b) Open the HFO transfer pump suction valve QR1 and the cross-
j) Close the valve at the bunkering connection. connection suction valve QR11.
The procedures for loading MDO is the same as that previously described for
HFO. The same precautions must be taken.
k) Open the vent at the bunkering connection and allow the hose to c) Open the HFO transfer pump discharge valves QR12 and the
drain back to the supplier. cross-connection discharge valve QR15.
U
To Load Bunkers from Shore/Barge

At the bunker connection to be used, remove the blank and connect the l) Disconnect the hose connection and replace the blank. d) Start the HFO transfer pump and follow the previous procedure
bunkering hose. Arrange a drip tray beneath the connection. for transfer using the MDO pump and the cross-connection
m) Close all tank and bunker line filling valves. lines.

Illustration 2.7.2a Fuel Oil and Diesel Oil Purifying System

QR45
Emergency Inert Gas SR56 SR57
y
N.C.
Generator Generator
MDO Tank QR47 MDO Tank
Heater Heater Heater
op
PI SR1 SR55 PI SR11 SR54 PI SR20 SR53 MDO MDO HFO HFO
Service Storage Settling Service
QR21 Tank Tank Tank Tank
PI PI PI (42.6m3) (112.4m3) (31.4m3) (34.7m3)
Incinerator
MDO Tank
C
SR32 SR31 SR30
QR39 QR81 QR37 QR36
To FO TT2 To FO TT2 To FO
Drains Drains Drains
TI System TT1 TI System TT1 System
SR61 SR61 SR58
d
SR3
TT2 TI
SR8 SR9
SR63 SR14 SR23 SR28
TT1
lle
QR38 QR44
SR4 SR13 SR22
SR2 SR12 SR21
SR6 To HFO
SR74 SR29 Transfer Pump
QR28
SR64 SR5 SR10 SR15

NC SR24 To MDO
o
SR76
SR1 Transfer Pump
PT PI PT PI PT PI
tr SR16 SR25
on
MDO P P
MDO Purifier No.1 HFO No.2 HFO
Separator Pump Separator Separator HFO
HFO
Purifier
Purifier
Pump
Pump
P
P
P
SR27
ZS SR51 ZS SR50 ZS SR49
nc
SR66 SR18
SR19
U
Key
To Clean Bilge Fuel Oil
Water Tank
SR58
FO Sludge Tank
(21.1m3) Marine Diesel Oil

2.7.2 Fuel Oil and Diesel Oil Purifying System Control Unit for Alfa Laval Separator
WARNING
Care must be taken when operating the separator system. Hot oil and The EPC-50 control unit is used for the automatic ejection control and
Fuel Oil Separators steam are present and can result in serious injury if leakage occurs. condition monitoring of the FO separator. It controls starting, separation,
y
Maker: Alfa Laval There is a fire risk from the presence of hot oil and all precautions must sludge discharge and stopping sequences.
No. of sets: 3 be taken to prevent a fire and to deal with one should an outbreak occur.
The extinguishing system must be checked frequently. The separation process is continuously monitored via input signals from
op
Model: S835
sensors and an alarm will sound if preset values are exceeded
Type: Centrifugal, partial discharge, self-cleaning
CAUTION
Centrifuges operate on an automatic sludging system, failure of the The front panel of the EPC-50 unit provides a display, pushbuttons for feed
Fuel Oil Separator Pumps system to effectively discharge sludge can cause overload and subsequent pump and separator stop/starts, a CIP/MAN/AUT selector switch and an
breakdown of the bowl arrangement which rotates at high speed. After emergency stop button.
Maker: IMO
C
manual cleaning, care is needed to ensure that the bowl is assembled
Model: ACE 032L3 NVBP correctly, as incorrect assembly can result in disintegration at high Illustration 2.7.2b Fuel Oil Separator Control Panel EPC-50
No. of sets: 3 rotational speed. All operating and maintenance precautions stipulated
Capacity: 2,025 litres/h by the manufacturer in the maintenance manual must be observed.
OP
d
Introduction The ALCAP System TT PT MT PT
1 1 4 4
HEATER
The S835 separator operates as a clarifier or purifier, cleaned oil leaving the
lle
5 5
The heavy fuel oil treatment system is comprised of two centrifugal separators, 16 15 10
PT
while the MDO system is comprised of a single centrifugal separator. Both unit through the oil outlet, whilst water and sludge accumulate at the periphery SEPARATION
HFO and MDO conditioning systems are almost identical and comprise of the separator bowl. The EPC-50 control unit supervises the operation of STOP
a centrifugal separator with its own dedicated supply pump and heater. A the entire separation system, monitoring the discharge and output, controlling EPC 50
common sludge tank is provided for the separator systems. The separators are the unit and activating alarms as necessary. The ALCAP operating system INFO DISCHARGE
of the self-cleaning type, the bowls automatically open to discharge sludge at discharges sludge and water from the bowl at preset intervals or when needed.
o
timed intervals. When water accumulation in the bowl approaches the disc stack, traces of OP ACTIVE
water escape with the discharge oil. This small increase in water is detected - + ENTER
Fuel oil separator No.1 is configured to be able to operate on either the by the ALCAP system monitor located in the oil outlet. The control system
HFO system or the DO system via a series of correctly positioned spectacle
blanks. Fuel oil separator No.2 and the MDO separator can only work on their
respective systems. The fuel oil separator supply pumps have a crossover line tr
responds by initiating a water discharge or bowl sludge operation. During
normal operation with oil having a low water content, sludging of the bowl
takes place at preset intervals. When the maximum time between sludging has In addition to the control panel the control system comprises all the complete
ALARM
on
on their discharge side which allows either pump to be used to supply the other elapsed, displacement water is added to the bowl. This water eliminates the line fittings incorporating electrical components which are controlled or
fuel oil separator in an emergency. risk of oil loss during the sludge discharge. The interface between the oil and monitored by the control unit which include:
water moves towards the disc stack and the ALCAP sensor detects the increase
in water and the sludge operation is initiated. • Dirty oil connection
Under normal circumstances only one HFO separator will be operating to fill
the HFO service tanks from the HFO settling tanks as fuel is being used by the • Sealing water connection
When processing HFO with a high water content, the operation of the sludge
main and generator engines. • Operating water connection
nc
cycle before the minimum preset sludge time is reached will activate an alarm
after two consecutive rapid process cycles. This may indicate a fault in the • Circuit and water discharge valve
Centrifugal separation is improved when the difference in relative density
bowl flushing water system or in the steam heater. Water in the fuel passing
between the fuel, water and solids in the fuel are as great as possible and • Water sensor
to the service tank can cause engine operating problems, particularly for the
the difference in relative densities can be increased if the temperature of the
diesel generator engines. The purifiers are normally set to operate as clarifiers • Thermometer for monitoring the dirty oil temperature
fuel being treated is raised. Manufacturer’s recommendations with respect to
with the ALCAP system controlling sludge discharge, however, they may
operating temperatures should always be followed. The temperature of the • A klaxon for sounding an audible alarm
U
be set to operate as purifiers and it is essential that the gravity disc used is
fuel flowing to the separators can be adjusted by the thermostat control on the
correct for the specific gravity of the fuel oil being purified. Water and sludge
heater control unit. Software assignment for each separator is carried out in the factory using a
discharged from the purifier is collected in the HFO sludge tank. The oil flow
password function. Any alterations to the set parameters should only be carried
rate through the purifier is regulated by the delivery from the feed pump which
out by a person authorised to make such changes.
has a constant output.

Illustration 2.7.2a Fuel Oil and Diesel Oil Purifying System

QR45
Emergency Inert Gas SR56 SR57
y
N.C.
Generator Generator
MDO Tank QR47 MDO Tank
Heater Heater Heater
op
PI SR1 SR55 PI SR11 SR54 PI SR20 SR53 MDO MDO HFO HFO
Service Storage Settling Service
QR21 Tank Tank Tank Tank
PI PI PI (42.6m3) (112.4m3) (31.4m3) (34.7m3)
Incinerator
MDO Tank
C
SR32 SR31 SR30
QR39 QR81 QR37 QR36
To FO TT2 To FO TT2 To FO
Drains Drains Drains
TI System TT1 TI System TT1 System
SR61 SR61 SR58
d
SR3
TT2 TI
SR8 SR9
SR63 SR14 SR23 SR28
TT1
lle
QR38 QR44
SR4 SR13 SR22
SR2 SR12 SR21
SR6 To HFO
SR74 SR29 Transfer Pump
QR28
SR64 SR5 SR10 SR15

NC SR24 To MDO
o
SR76
SR1 Transfer Pump
PT PI PT PI PT PI
tr SR16 SR25
on
MDO P P
MDO Purifier No.1 HFO No.2 HFO
Separator Pump Separator Separator HFO
HFO
Purifier
Purifier
Pump
Pump
P
P
P
SR27
ZS SR51 ZS SR50 ZS SR49
nc
SR66 SR18
SR19
U
Key
To Clean Bilge Fuel Oil
Water Tank
SR58
FO Sludge Tank
(21.1m3) Marine Diesel Oil

The HFO and MDO purifiers require compressed air and fresh water supplies Operation of the Heavy Fuel Oil Separation System i) Supply electrical power to the ECP-50 starter panel and set the
for control and bowl operation/flushing. Supply systems for these are covered mode selection to MANUAL. Start No.1 separator HFO feed
in the relevant control air system and fresh water sections, 2.10.3 and 2.14.1 a) With all valves in the system closed, open the valves listed pump by pressing the feed pump START pushbutton. Oil will
respectively. below. bypass the separator, returning to the settling tank through the
y
three-way control valve and recirculation valve SR61 and return
Instrument air is supplied to the purifiers to control the supply of oil to the Description Valve isolation valve SR14.
bowl and the automatic discharge facility. Domestic fresh water is supplied for
op
No.1 separator and No.1 feed pump in use
sealing and flushing purposes. j) Open the fresh water supply to the purifiers (see section
FO settling tank outlet valve QR37 2.14.1).
The HFO supply pumps have a discharge crossover valve which allows either Line valve to separators SR29
feed pump to supply either purifier. The steam heaters maintain a constant No.1 separator feed pump suction valve SR18 k) At the control panel press the SEPARATION pushbutton. A
temperature of 98ºC for optimum purification. From the heater the HFO is No.1 separator feed pump discharge valve SR16 series of questions will now be displayed on the LCD screen,
pumped into the separator. After conditioning inside the separator, the oil is when all of the questions have been answered press the
C
No.1 separator heater inlet valve SR12
discharged to the HFO service tanks. separator START button. The separator unit will now run up to
No.1 separator inlet valve SR11
full working speed. Check for excessive vibration during the
Recirculating inlet valve to FO settling tank SR57 speed increase period. The speed of the separator during the
Preparation for the Operation of the Heavy Fuel Oil Separator No.1 recirculating valve to FO settling tank SR14 run-up period will be displayed on the LCD screen.
System
d
No.1 separator outlet valve SR1
No.1 separator outlet valve to service tank SR15 l) Slowly open the steam supply to the heater and check that the
a) Transfer oil to the HFO settling tank using the HFO transfer heater control temperature is set at the desired value (normally
pump.
lle
98°C for HFO).
No.2 separator and No.2 feed pump in use
b) Check the level of fuel oil in the HFO settling and service FO settling tank outlet valve QR37 m) When the purifier is up to speed and the correct temperature
tanks. Line valve to separators SR29 is indicated on the display press the process SEPARATOR/
No.2 separator feed pump suction valve SR27 STOP function button, conditioning of the HFO commences
c) Open the self-closing test cock on the settling tank, close it automatically.
o
when all water and sediment has been drained off. No.2 separator feed pump discharge valve SR25
No.2 separator heater inlet valve SR21
The heater outlet three-way temperature controlled valve will change position
d) All valves in the separator system should be initially closed. No.2 separator inlet valve SR20 and allow oil to flow to the separator. Conditioned HFO will flow from the
e) Open the valves as shown in the following table depending upon
the services selected, separator selected, heater selected and FO
feed pump selected.
tr
No.2 recirculating valve to FO settling tank
No.2 separator outlet valve to service tank
SR23
SR24
separator to the HFO service tank.
n) Check that the separator is operating correctly with adequate

on
b) Open the instrument air supply to the separator to be used. throughput and that there is no vibration.
Normal operation is carried out using either No.1 or No.2 HFO separator with
c) Ensure that the correct gravity disc is fitted if the unit is being The separator will operate continuously, sludging the bowl on a timed basis.
associated heater and feed pump. The suction is taken from the HFO settling
used as a purifier. Discharge of the sludge takes place at preset intervals or when water discharge
tank and discharged to the HFO service tank. The flow should be regulated to
in the oil outlet line is detected by a sensor.
maintain the level in the service tank with the main engine, generator engines
d) Check that the ALCAP system is operational and that the
and auxiliary boiler in use.
nc
control unit is working.
e) Ensure that control air is available for operating the three-way

control valve.
f) Ensure the bowl is assembled correctly and that the separator

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cover is secure.
g) Check that the separator gearbox oil level is correct.
h) Supply trace heating steam by opening the necessary steam and

drain valves.

Procedure to Stop the Separator

a) Shut off steam to the heater, allowing the unit to continue to
operate for a short period.
y
b) On the control panel press the SEPARATION pushbutton to
stop the separator.
op
The separator will commence a shutdown sequence by shutting off the HFO
supply and instigating a bowl desludge.
c) On completion of the sequence the separator may be electrically

isolated if required or readied for the next operating period.
C
d) When the desludge has been completed and the temperature
of the fuel oil has dropped the separator feed pump will stop
automatically.
d
e) Shut off the water and control air supplies to the separator.
f) Shut all valves to the purifier concerned.
lle
Note: It is essential that the separator manufacturer’s instructions regarding
the stopping and dismantling of the separator are followed exactly to avoid
the risk of damage. Separator bowls rotate at very high speed and any
imbalance or loose connection can have serious consequences.
o
Marine Diesel Oil Purification System
With all valves in the system closed, open the valves listed below.
Description Valve
tr
on
MDO service tank outlet valve QR39
MDO separator line suction valve SR8
MDO separator feed pump suction valve SR66
MDO separator feed pump discharge valve into heater SR2
MDO separator inlet valve SR1
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Recirculating inlet valve to MDO storage tank SR63

MDO separator outlet valves to service tank SR05, SR74
Operate the MDO purification system as previously described for the HFO
separator system without using trace heating and steam preheating.
U

Illustration 2.8.1a Main Engine Lubricating Oil System

PDI
RS16 PA
1
PDS
Main Engine Auto Back
y
M
Flushing LO Filter
Main Cylinder Oil CP
RS1 Engine RS17 Service Tank
LO TIC From RS33 RS34
op
Camshaft Cooler Working Air
LO TI TI PI
System RS32 LAL
Cooler From Filling
RS51 RS35
Connection
RS2 RS18 RS23
QB23 QB Cylinder LO Pump
TI RS3 TI PDI
19 RS24 QT35
RS21 QT14 QT19
Camshaft LO
C
RS4 Auto Back RS13 RS19 Back Flushing RS25
Flushing and
QB22 Filter Drain
Bypass Filter QB20 RS43
RS22 Valve
RS20 Bypass
RS5
LT Cooling PI Filter No.2 No.1
Water RS45
LT Cooling Cylinder LO Cylinder LO
d
PI Water Storage Tank Storage Tank
RS44
(20.0m3) (20.0m3)
RS36 RS37
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To LO To LO RS47
RS14 PI
Sludge Tank Sludge Tank
Piston Cooling
PI and Crosshead
Bearing Supply
PS QS14
RS15 PS PI
Back Flushing Main Engine
o
Filter Drain LO Settling Tank
Valve From LO RS28 To LO
To LO Storage Tank Transfer Pumps QS16 QS2
RS50
Sludge Tank
Main
P
RS7
P
RS8
Camshaft
LO Pumps
RS46
RS29
tr Engine
B&W
5S50MC Main Bearing,
Thrust Pads and
Chain Supply
RS38
on
P P
No.1 No.2 Main LO Pumps RS39

165 m3/h CJC Filter Unit
For Stuffing Box
V V Main Engine LO
CJC Filter Unit
For Camshaft Sump Tank LAL
RS9 RS10
nc
To LO
P PS
Sludge Tank
RS11 RS12
U
Key
LAH LAH
Stuffing Box Stuffing Box Main Engine
Main Engine Camshaft To LO Lubricating Oil
Drain Circulating Scavenge
LO Sump Tank Sludge Tank
Tank Tank Air Box
LT Cooling Water
Drain Tank
LAL To FO
Air Drain Tank
RS30

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

pressure to the camshaft bearings and cam boxes. placing its control opertation mode selection switch to the
AUTO CHANGE position.
3. Cylinder oil system, which lubricates the cylinders and piston
rings and is a once through system. j) Shut steam off the sump heating coil when the engine is warmed
through.

Illustration 2.8.1a Main Engine Lubricating Oil System

PDI
RS16 PA
1
PDS
Main Engine Auto Back
y
M
Flushing LO Filter
Main Cylinder Oil CP
RS1 Engine RS17 Service Tank
LO TIC From RS33 RS34
op
Camshaft Cooler Working Air
LO TI TI PI
System RS32 LAL
Cooler From Filling
RS51 RS35
Connection
RS2 RS18 RS23
QB23 QB Cylinder LO Pump
TI RS3 TI PDI
19 RS24 QT35
RS21 QT14 QT19
Camshaft LO
C
RS4 Auto Back RS13 RS19 Back Flushing RS25
Flushing and
QB22 Filter Drain
Bypass Filter QB20 RS43
RS22 Valve
RS20 Bypass
RS5
LT Cooling PI Filter No.2 No.1
Water RS45
LT Cooling Cylinder LO Cylinder LO
d
PI Water Storage Tank Storage Tank
RS44
(20.0m3) (20.0m3)
RS36 RS37
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To LO To LO RS47
RS14 PI
Sludge Tank Sludge Tank
Piston Cooling
PI and Crosshead
Bearing Supply
PS QS14
RS15 PS PI
Back Flushing Main Engine
o
Filter Drain LO Settling Tank
Valve From LO RS28 To LO
To LO Storage Tank Transfer Pumps QS16 QS2
RS50
Sludge Tank
P
RS7
P
RS8
Camshaft
LO Pumps
RS46
RS29
tr Main
Engine
B&W
5S50MC Main Bearing,
Thrust Pads and
Chain Supply
RS38
on
P P
No.1 No.2 Main LO Pumps RS39

165 m3/h CJC Filter Unit
For Stuffing Box
V V Main Engine LO
CJC Filter Unit
For Camshaft Sump Tank LAL
RS9 RS10
nc
To LO
P PS
Sludge Tank
RS11 RS12
U
Key
LAH LAH
Stuffing Box Stuffing Box Main Engine
Main Engine Camshaft To LO Lubricating Oil
Drain Circulating Scavenge
LO Sump Tank Sludge Tank
Tank Tank Air Box
LT Cooling Water
Drain Tank
LAL To FO
Air Drain Tank
RS30

k) When the main LO circulation system is operating at the correct Position Description Valve Position Description Valve
temperature check the system for leaks.
Open Backflushing filter inlet and outlet valves RS13, RS14 Closed Cylinder oil service tank bypass valve from RS51
Open LO cooler inlet and outlet valves RS4, RS2 cylinder oil storage tanks
l) Take LO samples for analysis according to the company’s
procedures. Closed LO cooler bypass valve RS3 Open Line valve from cylinder oil storage tanks RS35
y
Open Cylinder oil transfer pump suction valve RS34
d) Supply cooling water to the camshaft LO cooler; see central Open Cylinder oil transfer pump discharge valve RS33
Stuffing Box Drain System
op
cooling system section 2.5.2. Open Outlet valve from cylinder oil service tank RS32
Any leakage from the piston-rod stuffing box is drained to the stuffing box
Open Filter inlet valve RS43
drain tank. When there is sufficient quantity, the oil is transferred to the e) Set the duty pump selection switch on its group starter panel to
adjacent stuffing box LO circulating tank using the LO separator. Circulation Open Filter outlet valve RS45
the AUTO CHANGE position, then start the LO pump. When
is continued through the separator until all impurities are removed. The oil the pressure has stabilised set the standby pump to the AUTO Closed Filter bypass valve RS44
is then processed through the CJC fine filter, either by circulating back to CHANGE position.
b) Start the cylinder oil pump and transfer the desired quantity of
C
the circulating tank or to the main engine sump. The fine filter unit may be
operated for as long as required in order to remove all impurities before the f) Start the CJC fine filter circulating pump. cylinder oil to the cylinder oil service tank. The cylinder oil transfer
LO is returned to the main engine sump. The stuffing box drain tanks may be pump is started and stopped locally; a check must be made on the
pumped out by means of the LO transfer pump if necessary. service tank level to ensure that the tank is not overfilled.
Cylinder Oil System
d
High alkaline lubricating oil is supplied to the main engine cylinders on a c) Note the reading of the tank for measuring purposes.
Camshaft Lubricating System
once through basis in order to lubricate the piston rings and to reduce wear
A separate lubricating oil system supplies lubricating oil at a rate of 6.0m3/h and counteract the acidity of the products of combustion. Each cylinder of the d) Ensure the cylinder oil service tank outlet filter is clean.
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and at a pressure of 3.5kg/cm2 to the camshaft bearings and cam followers engine is fitted with six oil injection pumps which pump a measured quantity
and exhaust valve actuators. Two horizontal gear type pumps supply the oil of cylinder lubricating oil on each stroke of the engine into injection ports Oil will flow by means of gravity from the cylinder oil service tank to the
through a cooler and filter to the camshaft lubricating oil supply rail. One of through the cylinder walls in order to supply oil to the running surface of the cylinder lubricator boxes on the engine. Each cylinder lubricator box has a
the two pumps will normally be running, with the other pump selected for cylinder liner. The oil is injected when the piston rings are passing the injection float actuated filling valve so the lubricator boxes fill automatically from the
standby, so that it will start in the event of running pump discharge pressure or ports on the compression stroke. The lubricator operation is monitored by a cylinder oil service tank.
voltage failure. The cooler is circulated with cooling water from the central no-flow detection system which activates a no-flow alarm should there be no
o
low temperature fresh water cooling system. All oil supplied to the camshaft discharge from a pump unit. e) Check the cylinder oil consumption on a daily basis. Ensure
bearings is filtered in a automatic back-flushing filter. In addition to this a CJC that the consumption does not drop below the manufacturer’s
fine filter circulates oil in the camshaft lubricating oil drain tank. The camshaft The oil is supplied to the lubricator boxes under gravity and through a filter recommendations. False economy will result in excessive piston
LO drains back to the camshaft LO sump tank through a magnetic filter.
Preparation for the Operation of the Camshaft Lubricating

tr
from the cylinder oil service tank. The cylinder oil service tank is replenished
as required from one of the two cylinder oil storage tanks, if necessary the main
engine LO selling tank can be used as additional storage capacity. The storage f)
ring and cylinder wear and sticking rings.
Check the condition of the liner and piston rings, especially

on
tanks are filled from filling connections on deck on the port and starboard sides during the running-in period. If there are any signs of dryness
Oil System of the ship. The cylinder LO pump is used to transfer cylinder LO from one of the consumption should be increased.
the cylinder LO storage tanks to the cylinder oil service tank.
a) Check the level of oil in the camshaft drains tank and top up if g) Ensure that all the cylinder oil injection points are receiving
necessary. equal quantities.
Preparation for the Operation of the Main Engine Cylinder
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b) Ensure all pressure gauge and instrumentation valves are open. Lubricating Oil System Each lubricator pump has a ball in the sight glass from the pump and the
position of this ball, about half way up the sight glass, indicates that the
c) Set up valves as shown in the table below: a) Set up the valves as in the table below. The arrangement assumes lubricator pump is working. If the pump fails to operate the ball falls to the
that cylinder oil is being transferred from No.1 cylinder oil bottom of the glass and this activates a no-flow alarm.
Position Description Valve storage tank.
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Open No.1 camshaft LO pump suction valve RS9 Turbocharger Lubricating System
Open No.1 camshaft LO pump discharge valve RS7 The turbocharger has two integral sumps with rotor driven pumps on the
Open No.1 main engine cylinder oil storage tank RS37
Open No.2 camshaft LO pump suction valve RS10 compressor and turbine sides circulating the oil to the bearings. It is essential
quick-closing outlet valve
Open No.2 camshaft LO pump discharge valve RS8 that the sump levels are maintained correctly at all times, oil being added as
Closed No.2 main engine cylinder oil storage tank RS36
Open CJC Fine filter inlet and outlet valves RS11, RS12 quick-closing outlet valve necessary.

Illustration 2.8.2a Stern Tube Lubricating Oil System Flow Regulator Units Filter/Pressure
0.1bar PAL PI
PI Regulator Micro Mist
Separator
Line ‘A’ 500 litres/min
Sea Water Air Seal Oil Injection
y
Pressure Pressure Pa Pressure Po Set at 30 Nominal Control
Pw (Pa = Pw + 0.1 to 0.15 bar) (Po = Pa + 0.30 to 0.50 bar) Litres/min Air Supply
Flushing US37
PI Line
Connection
Seal Seal Seal
op
No.1 No.2 No.3 Filter/Pressure
Stern Tube Oil Circulation Regulator
Pressure Pc US16 US18
(Pc = Po - 0.15 bar)
PI LAH
LO Tank
US1 US19 (180 Litres)
C
LAL
US38 PI PI
US20
Venting Valve,
US5
Normally Closed US17
DPI
d
US2
Normally PI CP DPI
Closed Forward From LO Separator
TI
Seal and Filling line
lle
US39
Header LAL FS
Tank Pump US24 US23
US40 Changeover
US41 Normally Closed Approximately 2m
Flow Switch
#1 #2 #3 #4 #5 US28 with Flow Indication
Circulating Pumps
US27 Normally Closed US12 (2.0m3/h at 2.5 bar)
o
Flow Meter Regulator
with Visual Readout PI CP
tr US29
US14
Normally
Closed
US24 US23
on
Normally
US7 Closed
US9
Normally
US8 US13
Closed Set at 4 Nominal Litres/min
US10
nc
Normally
Closed
US11
Drain
Collection Unit
US22
U
NC
Stern Tube LO
US42 Drain Tank (0.5m3)
Key Normally US15 QS25 To LO
Closed Transfer and
Lubricating Oil Purifying Systems

2.8.2 Stern Tube Lubricating Oil System The presence of any water in the oil will indicate leakage at the after stern seal Forward Stern Tube Seal
and this will be detected by the presence of sea water in the drain collecting
Stern Tube Seal tank. The presence of any metal particles in the oil will indicate a breakdown The forward stern seal assembly is a conventional simplex arrangement with
Makers: Japan Marine Technologies Ltd of either the forward or aft propeller shaft bearings. two seals designed to stop lubricating oil from the stern tube leaking into the
y
Type: Airguard 3AS engine room. The oil system for the forward seal is self-contained and does not
If the quality of the oil has deteriorated to the level that it needs to be replaced, connect with either the stern tube lubricating or the aft seal systems.
the old oil can be drained down to the stern tube LO drain tank which has a
op
Stern Tube Lubricating Oil Circulating Pump capacity of 0.5m3. The seal is fitted with a small header tank located immediately above the stern
Maker: Allweiler tube that has a 15 litre capacity and has a low level alarm fitted.
Model: SPF10R56G8.3-W20 The stern tube sump tank has a suction outlet to the LO purifier and LO
transfer pump for direct purification, transfer to the main engine LO settling The oil circulates from the tank and around the seal area by convection and the
No. of sets: 2
tank or LO sludge tank. The stern tube LO sump tank can be topped up from natural pumping action created by the rotating shaft. Cooling of the oil is by
Capacity: 2.0m3/h x 2.5kg/cm2 the main engine LO storage tank. convection via the fin plates attached to the side of the header tank.
C
Introduction Aft Stern Tube Seal Procedure for the Operation of the Stern Tube Bearing
Lubricating Oil and Aft Stern Seal Oil System
The stern tube assembly along with its forward and aft seals is designed to The aft stern tube seal on this vessel consists of three simplex seals made from
d
provide support for the propeller shaft in two oil lubricated bearings and to synthetic rubber. The outer seal No.1 is designed to seal against sea water while With the system fully primed with lubricating and seal oil and the LO pressure
prevent the leakage of lubricating oil from the stern tube into the engine room seal rings No.2 and 3 are used to seal against the oil held in the stern tube. tank is at its working level with the vent from the tank closed, the system can
and into the sea. The aft stern seals are also required to prevent the ingress be lined up to operate in its normal manner. This can be achieved by proceeding
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of sea water into the stern tube which would result in contamination of the This aft seal unit utilises an air sealing system and operates by having as follows and by setting the valves as detailed in the following table:
lubrication system with the consequent damage to the bearings and the onset compressed air form the control air (clean and dried) system supplied between
of corrosion. the No.1 and No.2 seals. The air is pressurised to a nominal pressure by the a) Confirm that all of the instrumentation valves are open and that
air control regulator unit which has its flow regulated to approximately 30 the instruments are reading correctly.
litres/minute before being supplied to the seal. The constant flow seal air is
Stern Tube Lubrication directed to the void space between seals No.1 and No.2, a small amount of air
o
b) Ensure that compressed air is available to the air control unit
then bubbles out past No.1 seal to the sea as shown in illustration 2.8.2a. The and that power is available to the circulating oil pumps.
The stern tube bearings are lubricated by oil circulated in a closed loop circuit air line pressure then corresponds with the external sea water pressure plus
that can be seen in illustration 2.8.2a. The oil is circulated by one of two oil 0.10 to 0.15 bar. Any change in draught of the ship is automatically detected
pressure unit pumps to the topside of the stern tube. The oil then passes through
the stern tube and around the forward and aft bearings back to the stern tube
LO tank. This tank has a capacity of 180 litres and is situated approximately tr
by the air control unit and the air supply regulated accordingly to maintain this
differential value. Additionally, the pressure directed to the top of the LO tank
is adjusted automatically in order to maintain the correct pressure differential
c) Set the valves as shown in the tables below:
Aft Seal (Air Side Between Seals No.1 and 2)

on
2m above the centre line of the propeller shaft. The outlet pipe from the tank on the seal ring No.3 and in the chamber between No.2 and No.3.
is connected to the suction side of the two oil pressure pumps and provides a Position Description Valve
positive head on the pumps. Open Control air supply to Airguard control unit US37
The sealing oil is directed to the sealing chamber via a flow meter at
approximately 120 litre/h. The stern tube LO circulating pressure acting on Open Air valve to the aft seal US1
The oil passing through the stern tube in this way provides adequate lubrication the No.3 seal is also automatically maintained to ensure that this pressure is Open Aft seal drain collection unit valves US10, plus
to the bearings, but in doing so absorbs energy that increases its temperature. 0.15 bar less than the pressure in the seal chamber between No.2 and 3 seals, isolating valves
nc
The excess heat is removed from the oil in two distinct ways: therefore there will be a slight flow from the oil seal chamber into the main Open Isolating valve to pressure readout gauge
• By cooling water that is held in the stern tube tank and fully circulation line. Closed Drain from chamber tank
surrounds the stern tube. This water is cooled in turn by the sea Closed Line drain from drain collection unit
water flowing past the stern area. The leakage past the No.2 and the No.1 sealing rings will be dependant on the
general condition of the seals and the condition of the surface on the liner. Any
• By conduction through the propeller shaft to the propeller and
U
oil or sea water that may be present in this space is drained down to the drain
subsequently to the passing sea water.
collecting unit. The drain collection tank has a vent regulator fitted to the top of
the unit and is set at 4 Nominal litres/min. The unit should be checked regularly
It is essential that an adequate supply of oil is maintained to the stern tube to
and warns the duty engineer of any seal leakage problems. If the tank contains
reduce friction and to carry away the heat. The oil in the stern tube system
sea water, seal No.1 is leaking but if it contains LO, then it is seal No.2 that
should be periodically sampled and tested to ensure that its properties are still
is leaking.
within the manufacturer’s specification.

Illustration 2.8.2a Stern Tube Lubricating Oil System Flow Regulator Units Filter/Pressure
0.1bar PAL PI
PI Regulator Micro Mist
Separator
Line ‘A’ 500 litres/min
Sea Water Air Seal Oil Injection
y
Pressure Pressure Pa Pressure Po Set at 30 Nominal Control
Pw (Pa = Pw + 0.1 to 0.15 bar) (Po = Pa + 0.30 to 0.50 bar) Litres/min Air Supply
Flushing US37
PI Line
Connection
Seal Seal Seal
op
No.1 No.2 No.3 Filter/Pressure
Stern Tube Oil Circulation Regulator
Pressure Pc US16 US18
(Pc = Po - 0.15 bar)
PI LAH
LO Tank
US1 US19 (180 Litres)
C
LAL
US38 PI PI
US20
Venting Valve,
US5
Normally Closed US17
DPI
d
US2
Normally PI CP DPI
Closed Forward From LO Separator
TI
Seal and Filling line
lle
US39
Header LAL FS
Tank Pump US24 US23
US40 Changeover
US41 Normally Closed Approximately 2m
Flow Switch
#1 #2 #3 #4 #5 US28 with Flow Indication
Circulating Pumps
US27 Normally Closed US12 (2.0m3/h at 2.5 bar)
o
Flow Meter Regulator
with Visual Readout PI CP
tr US29
US14
Normally
Closed
US24 US23
on
Normally
US7 Closed
US9
Normally
US8 US13
Closed Set at 4 Nominal Litres/min
US10
nc
Normally
Closed
US11
Drain
Collection Unit
US22
U
NC
Stern Tube LO
US42 Drain Tank (0.5m3)
Key Normally US15 QS25 To LO
Closed Transfer and
Lubricating Oil Purifying Systems

Aft Seal (Oil Injection Side Between Seals No.2 and 3) Note: When the pumps are set for AUTO CHANGE, the standby pump will Loaded Condition
Position Description Valve automatically cut in on failure of a running pump or if the system pressure is (Psw) = 1.0258 x (11.95 - 2) x 0.0098
Open Airguard oil injection flow meter inlet valve US28
from any of its start/stop positions, then the standby pump will not start as (Psw) = 1.0 bar
y
Open Airguard oil injection flow meter outlet valve US29 the control system will recognise the shutting down of the pump as a human
Closed Airguard oil injection flow meter bypass valve US27 command function and not a system failure. It is not necessary to have the Therefore the aft air seal pressure gauge G2 should indicate:
op
Open Airguard oil injection line valve to seal US9 duty pump set in MANUAL mode when it is in operation.
(Psw + 0.1 to 0.15 bar) = 1.10 to 1.15 bar
chamber
Closed Drain from chamber line US13 e) Check the LO tank level by operating the self-closing valve unit
on the tank gauge glass. If necessary replenish the tank. Ballast Condition
Stern Tube Stern Tube Bearing Circulating System (Psw) = 1.0258 x (5.0 - 2) x 0.0098
f) Ensure that the gauge pressure G2 for the aft seal pressure is at
C
Position Description Valve its correct value for the condition of the ship, loaded or ballast, (Psw) = 0.3 bar
and that G3, the LO tank pressure is approximately 0.15 bar
Open Outlet valve from stern tube LO tank US20
below the pressure indicated on G2. Therefore the aft air seal pressure gauge G2 should indicate:
Closed Drain from LO tank US17
Closed Vent from stern tube LO tank US18 g) Ensure that the flow control indication for on-line air supply (Psw + 0.1 to 0.15 bar) = 0.4 to 0.45 bar
d
Open Airguard control air inlet to stern tube LO US16 system, ‘A’ or ‘B’, is controlling at 30 litres/min.
tank
Closed Stern tube LO tank filling valve US39 h) Check the system for water daily.
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i) Take a sample for analysis from the sampling cock at intervals
Open Stern tube circulation valve return to LO tank US19
as dictated by the companies operating policy.
Open No.1 and 2 stern tube circulating pump suction US23
valves US23 j) Check the level of oil in the forward seal header tank and
Open No.1 and 2 stern tube circulating pump US24 replenish the tank manually if required.
discharge valves US24
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Closed Stern tube circulating pumps bypass line US41 k) The air regulator lines ‘A’ and ‘B’ should be changed over
valve regularly to ensure that they are working and controlling the air
Open
Closed
Stern tube circulating pump inlet to stern
tube
Stern tube circulating line drain outlet valves
US38
US8, US7 tr
l)
flow correctly.
The filter drains should be checked on a regular basis to ensure

any accumulated moisture is removed.
on
Closed Stern tube drain line valves US15, US42
Closed Stern tube drain line valve to stern tube drain US22
tank Sea Water Pressure Head and Corresponding Air Seal Pressure
Calculations
Forward Seal
In order to determine if the pressures in the aft seal air is at its correct value,
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Position Description Valve the following calculation can be used.

Closed Forward seal header tank drain valve US14
Pressure head of sea water (Psw) = γs x (Da -Hs) x 0.0098
Open Outlet from forward seal header tank US12
Open Inlet to forward seal header tank US40 γs = density of sea water (1.025)
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d) Set the duty LO circulating pump to AUTO CHANGE on the Da = Draught of ship at the stern (m)
local control panel, then start the pump. Check that there is a
flow through the flow switch and LO injection flow meter. Hs = Height of from the base line to the centre of the shaft (m)

Illustration 2.8.3a Lubricating Oil Purifying System

From LO From Filling Connection
Transfer Pump No.1 Main Engine No.2 Main Engine Generator Engine
Purifier LO Heater SS38 Purifier LO Heater SS39 Purifier LO Heater
P TI P TI SS40 P TI
y
No.3 Generator
Engine
Generator Engine
LO Storage Tank
op
(11 m3) Main Engine LO Main Engine LO
SS41 Settling Tank Storage Tank
(13m3) (20.5m3)
QS4 QS1 QS3
QS2
SS35 SS36 SS37 P
Generator
Engine LO
No.2 Generator Measuring P
C
Engine Tank QS16 QS31
(200 Litres) QS14 P SS34
QS42 SS32 SS33
To LO Drain
SS42 To Cylinder System
SS31
LO System
d
QS5 SS29 SS30
SS44 SS
SS26
27
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No.1 Generator
Engine
SS11 Main Engine SS15 Main Engine SS20 Generator Engine SS28
No.1 LO Purifier No.2 LO Purifier LO Purifier
SS43 SS16 SS17 SS18

QS13 SS
SS12 SS13 SS14
QS6 19 Generator Engine
o
P LO Purifier P
To LO Feed Pump
Transfer Pump QS19
QS17
QS20 QS21
From Main Engine LO
Back Flushing Filter
QS18
tr SS8
SS21 SS22
SS9
on
Main LO Pumps
Reciculation P P
Line to Sump
Main Engine
No.1 LO Purifier No.2
Feed Pumps
P P
RS50
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QS45
SS46 QS24 QS29 QS40 QS30
RS46
SS1 SS2 SS3 SS4 SS5 SS6 SS7
Piston Rod
Stuffing Box
LO Tank
Main Engine LO Stern Tube LO Camshaft
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Sump Tank Sump Tank LO Tank

Generator Engine LO
(12.5m3) (0.5m3) No.1 No.2
Overflow Tank
QS25 QS26 QS27 QS28

Key
Lubricating Oil

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


P TI P TI SS40 P TI
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No.3 Generator
Engine
Generator Engine
LO Storage Tank
op
(13m3) (20.5m3)
QS4 QS1 QS3
QS2
SS35 SS36 SS37 P
Generator
Engine LO
C
QS42 SS32 SS33
To LO Drain
SS31
LO System
d
QS5 SS29 SS30
SS44 SS
SS26
27
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No.1 Generator
Engine
SS43 SS16 SS17 SS18

QS13 SS
SS12 SS13 SS14
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P LO Purifier P
To LO Feed Pump
Transfer Pump QS19
QS17
QS20 QS21
From Main Engine LO
QS18
tr SS8
SS21 SS22
SS9
on
Main LO Pumps
Reciculation P P
Line to Sump
Main Engine
Feed Pumps
P P
RS50
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QS45
RS46
Piston Rod
Stuffing Box
LO Tank
U

Generator Engine LO
(12.5m3) (0.5m3) No.1 No.2
Overflow Tank
QS25 QS26 QS27 QS28

Key
Lubricating Oil

Main Engine Lubricating Oil System Closed No.1 separator drain valve SS35 Generator Engine Separator Suction Valves
Open Separator flow regulating valve outlet to separator SS26 Position Description Valve
Using each separator and its associated pump. bypass Open Feed pump suction valve SS21
System Suction Valves Open No.1 separator outlet valve SS11
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Open Feed pump discharge valve SS22
Position Description Valve Open No.2 separator feed pump discharge valve SS9 Open No.1 generator engine sump suction valve QS6
Closed No.2 separator drain valve SS36
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From Main Engine Sump Open No.2 generator engine sump suction valve QS5
Open Separator No.1 feed pump suction valve from SS2 Open Separator flow regulating valve outlet to separator SS27 Open No.3 generator engine sump suction valve QS4
main engine sump bypass
Open Separator No.2 feed pump suction valve from SS5 Open No.2 separator outlet valve SS15
Separator Valves
main engine sump
Closed Separator drain valve SS37
Open Main engine sump suction valve SS46 System Discharge Valves
C
Open Separator flow regulating valve outlet to SS28
Position Description Valve separator bypass
From Auxiliary System Tanks Open Separator outlet valve SS20
To Main Engine Sump
Open Separator No.1 feed pump suction valve from SS3 Open Inlet to No.1 generator engine sump SS43
Open No.1 separator discharge valve to main engine SS13
auxiliary system tanks
sump Open Inlet to No.2 generator engine sump SS42
d
Open Separator No.2 feed pump suction valve from SS6
auxiliary system tanks Open No.2 separator discharge valve to main engine SS17 Open Inlet to No.3 generator engine sump SS41
sump
Open Separator feed pump suction valve from stern tube QS25
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sump tank Note: The above valves are shown as open but only valves associated with a
Open Separator feed pump suction valve from piston rod QS26 To Main Engine Settling Tank particular system suction and discharge will be open. A careful check must
stuffing box tank Open No.1 separator discharge valve to main engine SS12 be made of the valve path setting so that oil is taken from the intended tank/
settling tank sump and discharged to the desired location.
Open Separator feed pump suction valve from piston rod QS27
stuffing box circulation tank Open No.2 separator discharge valve to main engine SS16
f) Open the instrument air supply to the separator to be used.
o
Open Separator feed pump suction valve from camshaft QS28 settling tank
LO tank
g) Ensure the separator brake is off and the separator is free to
To Auxiliary Systems rotate.
From Storage and Service Tanks
Open Separator No.1 feed pump suction valve from SS1
storage and settling tanks tr
Open
Open
No.1 separator discharge valve to auxiliary
systems
No.2 separator discharge valve to auxiliary
SS14
SS18
h) Ensure that the correct gravity disc is fitted.
on
Open Separator No.2 feed pump suction valve from SS4 systems i) Check the separator gearbox oil level.
storage and settling tanks Open Stern tube sump tank inlet valve QS29
Open Suction valves from storage tank QS3 j) Check that the strainers are clean.
Open Camshaft LO tank inlet valve QS30
Open Suction valve from settling tank QS2, QS31 Open Piston rod stuffing box inlet valve QS40 k) Start the separator feed pump to be used. Oil will bypass the
Open No.2 separator discharge valve to generator SS19 separator by means of the three-way valve.
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Generator Engine System (No.2 Main Separator Only) engines

Open No.2 feed pump suction valve SS7 l) Slowly open the steam supply to the heater to be used.
Open No.1 generator engine sump suction valve QS6 To Generator engine Lubricating Oil Sumps
Open No.2 generator engine sump suction valve QS5 Open Inlet to No.1 generator engine sump SS43 m) Switch on the heater and ensure that it is set for the correct
Open No.3 generator engine sump suction valve QS4 temperature; the temperature is set at the EPC-41.
Open Inlet to No.2 generator engine sump SS42
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Open Generator engine LO overflow tank suction valve QS45 Open Inlet to No.3 generator engine sump SS41 n) Switch on the separator and check for any abnormal noise. If
the system is operating correctly the separation process may be
Separator Valves started when the separator is running at the correct speed.
Open No.1 separator feed pump discharge valve SS8
Separator Valves


P TI P TI SS40 P TI
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No.3 Generator
Engine
Generator Engine
LO Storage Tank
op
(13m3) (20.5m3)
QS4 QS1 QS3
QS2
SS35 SS36 SS37 P
Generator
Engine LO
C
QS42 SS32 SS33
To LO Drain
SS31
LO System
d
QS5 SS29 SS30
SS44 SS
SS26
27
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No.1 Generator
Engine
SS43 SS16 SS17 SS18

QS13 SS
SS12 SS13 SS14
o
P LO Purifier P
To LO Feed Pump
Transfer Pump QS19
QS17
QS20 QS21
From Main Engine LO
QS18
tr SS8
SS21 SS22
SS9
on
Main LO Pumps
Reciculation P P
Line to Sump
Main Engine
Feed Pumps
P P
RS50
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QS45
RS46
Piston Rod
Stuffing Box
LO Tank
U

Generator Engine LO
(12.5m3) (0.5m3) No.1 No.2
Overflow Tank
QS25 QS26 QS27 QS28

Key
Lubricating Oil

o) Open the domestic fresh water supply to the lubricating oil Illustration 2.8.3b Lubrication Oil Purifier Control Panel EPC-41
separators.
p) Open the flushing and operating water supplies to the separator
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to be used.
q) Press the separator START pushbutton.
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The separator will run through the start up sequence, including a sludge
discharge, before going on line.
The heater outlet recirculating valve should now change position and supply
lubricating oil to the separator bowl.
C
Flow can be controlled using the regulating valves, SS30 for No.2 separator,
SS29 for No.1 separator and SS31 for the generator engine separator.
d
r) Check that the separator is operating correctly and that there is
adequate throughput.
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s) Ensure that there is no abnormal discharge from the water outlet
or sludge discharge. Key
1 - Heater Button
t) Ensure the water outlet alarm is set correctly allowing only 2 - Separation Start/Stop
3 - Discharge Button
nominal water discharge. If set incorrectly, loss of seal will 4 - Alarm Button
result in LO loss.
o
The separator will now operate on a timer, discharging sludge at preset
intervals.
Procedure to Stop the Separator tr

on
a) Press the auto-stop button on the control panel.
The separator will commence the shut-down sequence and then stop.
b) Apply the brake during the run-down period.

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c) Shut off steam supply to the heater.
d) Stop the feed pump.
e) Shut off water supplies.

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f) Shut all valves.
If desired open up the separator bowl for cleaning.

Illustration 2.8.4a Lubricating Oil Filling and Transfer System
QT33
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No.3 Generator
Valves Located on Top of
Engine
Cylinder LO Tanks
op
Generator Engine QT14
LO Storage Tank QT35 QT32
SS41 3) 3)
(14.2m
(11 m QT19
QS4
No.1 No.2 Main Engine LO Main Engine LO
QS1
Cylinder LO Cylinder LO Settling Tank Storage Tank
Storage Tank Storage Tank (13m3) (20.5m3)
No.2 Generator Generator To Cylinder LO QS2 QS3
(20.0m3) (20.0m3)
C
Engine Engine LO Tansfer Pump
Measuring RS37 RS36
Tank
(200 Litres)
QS42 QS16 QS31
SS42
d
QS5
QS47 QS14 From Main Engine LO Separators,
SS12 and SS16
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No.1 Generator From Generator Engine LO Separator
SS44 and No.2 Main Engine LO Separator
Engine
To Generator Engine LO Separator

SS43 Feed Pump and No.2 Main Engine
QS9 LO Separator Feed Pump, SS7
QS6 QS13
o
QS12 To LO
QS11 Sludge Tank
LO Transfer Pump
(5m3/h)
QS15
QS20 QS21
QS17
QS19
QS18
tr From Main Engine LO Separators,

SS13 and SS17
on
From Main Engine LO
Back Flushing Filter To Main Engine LO Separator(s)
Feed Pump(s), SS1 and SS4
To Main Engine LO Separator(s)

Feed Pump(s), SS2 and SS5
From Main Engine LO Separators,

Return to Sump from
SS14 and SS18
Main Engine LO
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QS50 Pumps Discharge

To Main Engine LO Separator(s)
SS46 QS24 QS40 QS30 Feed Pump(s), SS3 and SS6
QS46
QS22 QS45
QS29 Piston Rod
Stuffing Box
QS40
LO Tank
Main Engine LO Camshaft
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Sump Tank Stern Tube LO LO Tank

Generator Engine LO Sump Tank
(12.3m3) No.1 No.2
Overflow Tank (0.5m3)
QS25 QS26 QS27 QS28
Key
Lubricating Oil

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

the sump inlet valve (SS43, SS42 or SS41) must be opened and the outlet valve
The pump can take suction from: Open Main engine sump tank suction valves QS24, QS17 from the storage or measuring tank must be opened. The three-way valve is
• Main engine sump turned in order to connect the storage or measuring tank with the engine sump
From Auxiliary Systems (Plus Line Isolation Valve QS18) line. Line valve SS44 is opened and oil will flow from the generator engine LO
• Stern tube lubricating oil drain tank Open Stern tube LO tank suction valve QS25 storage tank to the selected generator engine sump.
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• Generator engine sumps Open Piston rod stuffing box drain tank (dirty side) QS26
Note: Any oil transfer must be recorded in the Oil Record Book.
• Generator engine lubricating oil overflow tank Open Piston rod stuffing box drain tank (clean QS27
side)
• Main engine lubricating oil settling tank
Open Camshaft LO drain tank QS28
• Main engine lubricating oil storage tank

Illustration 2.9.1a Engine Room Bilge System

PI PI
QD45
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QD78
CJC Oil Filtration Unit Bilge
Alarm QD83
(5 ppm)
op
QD79 To Bilge Well QD36
Bilge Water QD84
QD80 Separator PI
To Inert Gas QD32 QD33 Air Cooler
PI Generator Unit Condensate
QD85 QD20 Drain Pump
3.0m3/h PI
To Fire Main
QD38
C
QD82 QD86
Air Cooler
Drain Tank
QD42
QD76 QD43
QR31
QD29 QD34
Aft of the QD3 QD7
d
Sea Chest (Locked Shut) QD QD30
103 From Fresh Water Sludge Pump Discharge
PI to Shore Connection QD37 QD39
System In Engine Room
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QD5
PI PI
From FO Purifier QD17
Bilge Water Main Fire Bilge, Ballast
Water Outlets PI Pump 5m3/h and Fire Pump
Pump
160/280m3/h 160/280m3/h
P P
From
QD102
QD27 Sea Water
o
QD8 QD9 QD10 Cross Main
Port Aft QD14 QD31 QD28
TR5 Bilge Well From Main
QD25 QD26
Drains From
Steering Gear
Compartment
LAH QD91
QD91
tr QD19
QD12
From/To
Sea Water
Cross Pipe
QD35 QD23
From Port
Forward
Bilge Well
on
Aft Peak Tank QD11
QD1
Drains From
Emergency
Fire Pump
Compartment Void Space QD21 LO Sludge Tank
QD6 QD59
QD4 Clean Bilge Clean Bilge
Water Tank Water Tank LAH LAH QD104
Port Forward
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Suction
No.3 Main Cooling Bilge Well
LAH Sea Water Pump FO Sludge Tank
Bilge Well Aft of Floor Plates LAH
Flywheel Pit
QD41 QD16 Dirty Bilge QD104

LAH Water Tank QA23
QD18
Stern Tube Key
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Cooling Water Aft Bilge QD6

Tank Well QD15 QD22 Sea Water
Stb’d Aft Dirty Bilge QD105
Bilge Well Emergency
Water Tank
LAH Bilge Suction Bilge Water
LAH Suction
LAH Starboard
Forward
Bilge Well Fresh Water

2.9 Bilge Systems Introduction Main cooling sea water pump No.3 is fitted with an air operated priming
system and has an emergency bilge suction valve. The pump and valve are
2.9.1 Engine Room Bilge System and Bilge The bilge water pump is the main pump for bilge pumping duties. In addition located at the bottom platform level on the starboard side forward. The valve
Separator to be able to pump the bilges to the dirty side of the bilge water tank, the bilge is fitted with an extended spindle, with the handwheel above the level of the
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pump can also discharge to the shore discharge line which has connections platform, the valve is kept closed and locked with breakable seal.
on the port and starboard sides of the ship. The bilge pump normally takes
Bilge Water Pump
suction from the bilge main but it also can take suction from the clean side Bilge Water Tank
op
Maker: Gertriedau Nord Gmbh of the bilge water tank directly and from the clean and dirty sides of the bilge
Model: SK01F-90 l/4 MKKRD water tank via the bilge main. The bilge water pump has a suction connection The bilge water tank collects bilges and drains whilst in port. The tank is divided
No.of sets: 1 to the sea water crossover suction main. The bilge pump is used under normal into two parts, one clean and one dirty. A pipe connects the top of the clean bilge
circumstances for pumping the engine room bilge wells and discharging the tank to the bottom of the dirty tank; this ensures that oil which settles out from
Capacity: 5.0m3/h at 3.3kg/cm2
bilge water to the dirty side of the bilge water tank. the bilge water in the dirty side of the bilge water tank remains in the dirty side
of the bilge water tank.
C
Oily Water Separator The bilge main has the following connections:
Maker: Blohm & Voss When there is a large amount of oil settlement in the dirty side, the sludge
• Port forward bilge well pump may be used either on high or low suction (see section 2.6.4 Incinerator
Type: Turbulo TCS 5HD
• Starboard forward bilge well Fuel Oil Service System) in order to pump the settled oil to the incinerator
Capacity: 5.0m3/h x 1.5kg/cm2 waste oil tank. This is advisable as pumping large quantities of oil into the oily
d
• Bilge - below main engine
water separator can be damaging to the unit.
Oil Filtration Unit • Engine cofferdam
Maker: CJC • Bilge well aft The bilge water pump can take suction from the clean side of the bilge water
lle
tank and discharge the contents of the clean bilge tank ashore, through the
Model: W 2x38/100 DYZ • Port and starboard centre bilge wells shore connection, if necessary.
Rating: 5 ppm
• Bilge water tank (clean and dirty sections)
Filter Size 1 to 5µm
Oil retaining capacity: 2 to 2.5kg
The Oily Water Bilge Separator
High level alarms are fitted in each bilge well.
o
Design Pressure: 2.5kg/cn2 The bilge separator operates automatically and discharges water overboard and
CAUTION separated oil to the FO sludge tank. The overboard discharge valve from the
Oily Water Separator Pump Direct overboard discharge of machinery space bilge water is prohibited oily water separator is normally locked closed and is only opened when bilge
Maker:
Model:
No.of sets:
Gertriedau Nord Gmbh
SK01F-90 l/4 MKKRD
1
tr
unless under emergency conditions.
The main fire pump and the bilge, ballast and fire pump are of the centrifugal
water is being pumped through the separator. The oily bilge water is drawn
into the separator from the engine room clean bilge water tank by means of
the system pump which is located on the outlet from the separator in order to
on
vertical self-priming type; both pumps are not normally used for bilge pumping prevent the formation of mechanical emulsion by pump agitation.
Capacity: 5.0m3/h at 3.3kg/cm2 but they are provided with bilge suctions for use in an emergency which are
kept closed and locked with breakable seals. Both pumps take suction from the The fluid enters the separator near the top of the coarse separation oil
Bilge, Ballast and Fire Pump bilge main but the bilge, ballast and fire pump has a direct suction from the port collecting chamber where the larger oil droplets separate from the water very
Maker: Shinko forward bilge well. Both pumps also take suction from the sea. Both pumps quickly due to the differences in specific gravity. The fluid flow is drawn
discharge through a common overboard discharge valve on the port side, the downwards to the second stage were it passes through a coalescer where the
nc
bilge discharge overboard must only be used in an emergency. smaller oil droplets coalesce on the surface of the matrix. The coalescer has a
No. of sets: 1 large effective surface area to enhance the coalescing effect. The coalesced oil
Capacity: 160/280m3/h x 11/4.5kg/cm2 The main fire pump and the bilge, ballast and fire pump discharge to the fire droplets eventually become large enough to break away from the surface and
main and also to the aft peak tank. It must be appreciated that the main fire join the other large oil droplets in flowing upwards. The water flows out of the
Main Fire Pump pump and the bilge, ballast and fire pump are only used for bilge pumping in separating coalescer into the pump suction.
exceptional circumstances; their valves are set for fire main duties. If either
U
Maker: Shinko
pump is used for bilge pumping duties the pump must be completely flushed When a probe, located at the top of the separator, senses the presence of oil
Model: RVP200MS, self-priming a signal is sent to stop the pump and open the clean water inlet valve and oil
through with clean sea water before the valves are reset for fire main duties.
No. of sets: 1 outlet valve. Pressurised fresh water, from the FW system, enters the bottom
Capacity: 160/280m3/h x 11/4.5kg/cm2 of the separator and displaces the accumulated oil which is discharged through
the oil discharge line to the FO sludge tank.

Illustration 2.9.1a Engine Room Bilge System

PI PI
QD45
y
QD78
CJC Oil Filtration Unit Bilge
Alarm QD83
(5 ppm)
op
QD79 To Bilge Well QD36
Bilge Water QD84
QD80 Separator PI
To Inert Gas QD32 QD33 Air Cooler
PI Generator Unit Condensate
QD85 QD20 Drain Pump
3.0m3/h PI
To Fire Main
QD38
C
QD82 QD86
Air Cooler
Drain Tank
QD42
QD76 QD43
QR31
QD29 QD34
Aft of the QD3 QD7
d
Sea Chest (Locked Shut) QD QD30
103 From Fresh Water Sludge Pump Discharge
PI to Shore Connection QD37 QD39
System In Engine Room
lle
QD5
PI PI
From FO Purifier QD17
Bilge Water Main Fire Bilge, Ballast
Water Outlets PI Pump 5m3/h and Fire Pump
Pump
160/280m3/h 160/280m3/h
P P
From
QD102
QD27 Sea Water
o
QD8 QD9 QD10 Cross Main
Port Aft QD14 QD31 QD28
TR5 Bilge Well From Main QD26
Drains From
Steering Gear
Compartment
LAH QD91
QD91
tr QD19
QD12
From/To
Sea Water
Cross Pipe
QD25 QD35 QD23
From Port
Forward
Bilge Well
on
Aft Peak Tank QD11
QD1
Drains From
Emergency
Fire Pump
Compartment Void Space QD21 LO Sludge Tank
QD6 QD59
QD4 Clean Bilge Clean Bilge
Water Tank Water Tank LAH LAH QD104
Port Forward
nc
Suction
No.3 Main Cooling Bilge Well
LAH Sea Water Pump FO Sludge Tank
Bilge Well Aft of Floor Plates LAH
Flywheel Pit
QD41 QD16 Dirty Bilge QD104

LAH Water Tank QA23
QD18
Stern Tube Key
U
Cooling Water Aft Bilge QD6

Tank Well QD15 QD22 Sea Water
Stb’d Aft Dirty Bilge QD105
Bilge Well Emergency
Water Tank
LAH Bilge Suction Bilge Water
LAH Suction
LAH Starboard
Forward
Bilge Well Fresh Water

When most of the oil has been displaced, the oil sensing probe is again e) Open the bilge water pump discharge valve QD18 to the dirty Drawing sea water through the OWS and then changing the suction to the clean
immersed in water and it activates the control system to stop oil discharge and bilge water tank. bilge tank may be used to check the operation of the unit; sea water may be
resume the separating operation. drawn into the OWS if the sea water suction valve from the sea water crossover
f) Open the FW water priming line valve QG1 then start the bilge (QD12) is opened together with the line suction valve at the bilge water pump
y
The separator works automatically at all times and will operate as long as there water pump. The FW priming solenoid valve will open for a (QD10).
is at least a 20% level in the clean bilge water tank. Heating may be applied in short period to prime the pump before closing.
order to improve separation but the heater will only operate when the separator The clean exit water will be directed through the two CJC oil filtration units
op
is filled. g) Before the bilge well in use loses suction, open the valve on which will remove any remaining oil, with a resultant discharge quality of
another well and close the one in use. approximately 5ppm before being discharged overboard. Oil contamination of
After the bilge water has passed through the separator, the water is directed 15ppm or over will sound an alarm and automatically recirculate the discharge
into the CJC filters by use of a three-way cock. This cock may also be used to Bilge pumping should be monitored constantly, as running dry will damage back to the clean bilge tank, through the three-way valve QD76, until the water
direct separated bilge water to the clean bilge tank without passing through the the pump. is clean enough to discharge overboard. Any oil collected at the top of the OWS
CJC filters. After passing through the filters a continuous sample is fed to the will be discharged to the FO sludge tank. When the oil discharge is measured
C
oil content discharge (OCD) monitor (type OMD-11). Should the oil content h) When all wells are dry, stop the pump and close all valves. at 15ppm, this indicates that the oil absorbent filters have become saturated and
exceed 5ppm, the three-way valve changes the output flow from overboard must be changed, this will also be indicated by an increase in back pressure
discharge to discharge to the clean bilge water tank. An audible alarm sounds before the filters.
to warn the operator of the situation. Procedure for the Operation of the Oily Water Separator
d
f) When the water level in the bilge water tank has been reduced
a) Open the valves in the following table. as far as possible stop the OWS and close all valves.
CAUTION
The oily water separator (OWS) and CJC filters are designed to separate
Description Valve
lle
oil from water not water from oil. i.e. if the discharge from the OWS CAUTION
contains excessive amounts of oil it will render the equipment useless Bilge water tank, clean side QD91, QD8 Before any bilges are pumped directly overboard, it must first be
and result in unnecessary maintenance. QD102 ensured that no local or international anti-pollution regulations will be
Oily water separator inlet valve QD79 contravened except where safety of the ship or personnel is involved.
Discharge three-way valve (operational) QD76
Procedure for the Operation of Pumping Bilges to the Dirty
o
Reclaimed oil discharge solenoid valve (operational) QD78 In Port or Coastal Waters
Bilge Water Tank Inlet valve to FO sludge tank QD11
Any bilges which require pumping, when in port should only be pumped to the
Overboard discharge valve (normally locked closed) QD3
a)
b)
Check that the strainers and strum boxes are clean.
Open one of the following suction valves.

tr
Line valve to clean bilge water tank
Fresh water supply valve
OWS outlet three-way cock - set for CJC filter unit
QD5
QG43
dirty bilge water tank using the engine room bilge water pump. The contents
of the dirty bilge water tank can then be processed when the vessel is in open
water.
on
Description Valve Inlet isolating valves to each CJC filter At Sea
Port forward bilge well QD21 Outlet isolating valves from each CJC filter The engine room bilges and the contents of the dirty bilge water tank should
Starboard forward bilge well QD22 Closed CJC filter unit bypass valve only be pumped overboard through the oily water separator system. Any oil
Engine cofferdam QD19 will then be separated out and discharged to the FO sludge tank and the clean
Bilge centre QD59 b) Supply power to the OWS unit. water will be discharged overboard if it is clean enough. If it is contaminated
nc
Bilge well aft port QD14 with oil, it will be diverted automatically back to the clean bilge water tank.
c) Check the oil content monitor by passing fresh water through
Bilge well aft starboard QD15
the sensor.
Bilge aft well QD4
Aft peak tank QD16, QD41 d) Check the reading and shut off the fresh water supply.
U
c) Open the bilge water pump suction valve from the bilge main e) Ensure both CJC filters are filled with clean water, the filling
QD9. valves are at the base of the unit. Shut off the priming water
when no more air issues from the air release units on the top
d) Open the bilge water pump discharge QD17, ensure that the of each filter and at least 0.15 bar is indicated on the pressure
shore discharge valve QD7 is closed. gauge.

Air Cooler Drain Tank Illustration 2.9.1b Air Cooler Drain Pump
Air Cooler Condensate Drain Pump

Maker: Shinko
y
QD45
Model: GJ40-20MS Overboard
No. of sets: 1
op
Capacity: 3.0m3/h at 3.5kg/cm2
QD36
PI
Moisture in the charger air is condensed in the charge air cooler and the water To Inert Gas QD32 QD33
Air Cooler
Condensate
droplets are removed from the charge air by means of a water separator. Generator Unit
QD20 Drain Pump
The water droplets drain to the air cooler drain tank and this tank is emptied PI 3.0m3/h
To Fire Main
periodically by means of the air cooler condensate drain pump. The pump
C
QD38
takes suction from the air cooler drain tank and discharges the water overboard
through the bilge, ballast and fire pump overboard discharge valve QD45.
QD42
The air cooler condensate drain pump is started and stopped automatically by Air Cooler
d
level switches which operates the pump as required in order to empty the air QD29 QD34 Drain Tank
5m3
cooler drain tank. QD30
QD37 QD39
lle
PI PI
Main Fire Bilge, Ballast
Pump and Fire Pump
160/280m3/h 160/280m3/h
P P
o
From
QD27 Sea Water
Cross Main
QD31 QD28
tr From Bilge
QD25 QD35 QD26 QD23
From Port
Forward
on
System
Bilge Well
From/To
Aft Peak Tank
nc
Key
Sea Water
Bilge Water
U
Fresh Water
(Condensate)

Illustration 2.9.2a Pump Room, Bosun's Store, Chain Locker and Bow Thruster Room Bilge System
Deck
Stand
y
To Clean Cargo
From I.G and Tank System
AD68 AD46 Vapour Collection
op
System Deck Stand
AD43 No.6 Ballast Upper Floor
Tank Port Platform
To Cargo
System AD28 H
C
AD24 AD23
To Residual
Compressed P Sea
Tank
AD41 Air Weed Chest
To Slop Bosun's Store
Blow
Tank Port AD59 AD73
AD45 Connection
d
Port Chain Locker
AD35 AD44 H Forward Deck JX35
JX31 Chain Washing
AD30 Water
lle
Under Forward Deck JX37
H H
JX29
JX25
AD33 AD36 H AD25
No.2 Ballast From JX28
Pump 1000m3/h AD22 Main Deck
o
Fire Main
AD27 JX27
H JX26
JX24
No.1 Ballast
H JX30
To Bow Thruster
AD32 AD39
Pump 1000m3/h
H
H
AD26
AD21
tr Forward Deck
Room Eductor
JX34
JX38
JX36
Chain Washing
Water
on
Starboard
AD31 Chain Locker
Ballast/Bilge Eductor AD36
80m3/h
H From Bottom From
AD40 AD35 Void Space Bilges Bow Thruster
AD60 AD34 Room
P
nc
From Fire
Water System
AD37 AD29
PV
AD42 Key
P
U
Pneumatic Pump AD70

Bilges
(30m3/h x 30m)
AD69 Bilge Suction Bilge Suction
Port Starboard Deck Fire Water
Sea Water
From Compressed
Air System

2.9.2 ballast Pump Room Bilge and Bosun’s Store, Regulate the air supply to the pump in order to control its speed, ensure that the
Chain Locker Bilge System bilge discharge is only going into the residual tank. The discharge rate of the
pump into the residual tank should not have much effect on the tank pressure.
The bilges in the ballast pump room can be discharged either by the ballast/bilge If the eductor was to be used for pumping the bilges, then a close watch should
y
stripping eductor which is rated at 80m3/h, or via a pneumatic Wildon pump be kept on the tank level and tank pressure.
which has a capacity of 30m3/h. The discharge from either of these pumps can
be to the residual or port slop tank or if necessary, directly overboard if no oil
op
Bosun’s Store, Chain Locker and Bow Thruster Room Bilges
is present in the bilge water. The disadvantage in using the stripping eductor is
the need to use drive water which is supplied from the fire main, the use of this There are three bilge eductors each with a capacity of 8m3/h and driven by
option will help to use up any limited space in which to discharge the bilges if sea water from the fire main, they are provided for the drainage of the bosun’s
they are to be kept inside the ship rather than discharged overboard. store, chain lockers and bow thruster room. Each suction point is equipped
with a suction filter and non-return valve. High level alarms are fitted in the
In most cases it is assumed that the Wildon pump will be used. In addition to bosun’s store and thruster room.
C
being able to pump out the pump room bilges this pump and eductor can be
used to draw out any bilge water from the bottom void space which is below Ensure that there is no oil contained in any of the bilges before they are
the cargo tanks and between the ballast tanks in the double bottom area. discharged overboard. If there is oil present, then alternative methods must be
used to discharge the bilge wells, for example, into used empty drums etc.
d
In the pump room there are two non-return type suction valves, one port and
one starboard, each manually operated. Each of the bilge wells is fitted with
Procedure for the Operation of the Forward Bilge Systems
high level alarms. In most cases the bilges will normally be pumped to the
lle
residual tank.
a) Ensure that the suction strainers are clean and the cover joint is
correctly fitted.
Procedure for Draining the Pump Room Bilges using the Bilge
Eductor b) Start the duty fire pump and pressurise the fire main.
o
Before entry into the ballast pump room, permission should be given by the c) Open the appropriate overboard discharge valve, either through
duty deck officer; the space is kept closed and secured at sea. Although the the port or starboard hawse pipe.
space is not classed as an enclosed space, it is good policy that the pump room
fan is started at least 10 to 15 minutes before entry and the lighting system
switched on. The ventilation fan starter is located on the panel below the fire
detector panel in the SCC, the light switch for the space is on the bulkhead tr
d)
e)
Open the appropriate eductor suction valves.
Open the appropriate eductor drive water supply valve.

on
adjacent to the VEC control panel in the SCC.
f) On completion, close all the above valves.
Set up the valves as in the following table:

Open Port bilge suction valve
nc
or
Open Starboard bilge suction valve
Open Discharge valve to residual tank AD41
Open Discharge isolating valve to port slop and AD35
residual tank
U
Open Wildon pump suction valve AD70

Open Wildon pump discharge valve AD42
Closed Discharge crossover valve onto ballast main, AD45, AD43
plus overboard discharge valve
Open Air supply to the Wildon pump

Illustration 2.10.1a Starting Air System
Funnel Top
Key
y
Air Back-Up Air Supply
Auto Valve to Working To Air
Air System Horn
LT Cooling Water
op
RK9
RK29 RK35
RK112 Upper Platform Level
To Auxiliary RK112
RK7 Boiler
Sootblowers
C
RK101 RK102
To Scupper RK134
Upper Platform Level PI
PS
Oil/Water
Separator RK103
d
RK106
To Control
No.1 No.2
Air System
Starting Starting
Air Air
lle
No.1 Generator RK100
Receiver RK99 Receiver
Engine QK13
RK13 Emergency Air RK51
Compressor
10.5m3/h
RK105 RK104 RK53 RK52
Control Air
To Scupper
Dryer
o
RK108
RK49
No.2 Generator To Quick-Closing
Engine RK107 PI
Valve System
RK14
tr To Scupper
To Scupper
RK132
RK45
RK48
30-7bar
30-7bar
RK47
RK47
on
RK135 30-10bar RK138
No.3 Generator
RK116 PS PS PS
Engine
RK143
RK15
PS RK12 RK11
nc
PI
Generator
Engine RK114 RK3 RK2 RK1
RK146 30-9 bar RK145 RK113 Air
Reservoir
RK10
U
RK115
RK146 30-9 bar RK145
QB14 QB12 QB10
No.1 Main No.2 Main No.3 Main

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

2.10 Air Systems fault. The RESET button is used to reset the alarm condition after the fault has Starting air is supplied from the receivers to the main engine. The receivers
been rectified. supply air to all three generator engines using a separate pipeline where the
2.10.1 Starting Air System pressure is reduced to 9.0kg/cm2 by one of a pair of reducing valves. The start
Specific settings for the compressor can be set via this panel, such as the draining air system also supplies air to the ship’s whistle and the quick-closing valve
y
Main Air Compressors time and draining interval. To select the settings function screens press the air receiver. The air supply isolating valve to the whistle which is located on
ENTER soft key, then use the direction arrows to scroll through the options. Press the upper platform level starboard side aft of the main engine LO storage tank
Maker: Hatlapa
the ENTER key again at the required screen display, use the direction arrow keys should always remain open unless specifically informed to close it by the
op
Model: V-150 to raise or lower the setting value, press ENTER again to accept the new value. CEO.
No of sets: 3 This screen is also used to view the compressor running hours.
Type: 2 stage FW cooled, V-type The main compressors are cooled by the low temperature central cooling water
Illustration 2.10.1b Main Air Compressor Control Panel
Capacity: 150m3/h at a pressure of 30kg/cm2 system, the cooling water return line has an observation sight glass.
If necessary the working air system can be supplied/supplemented from the
C
Emergency Air Compressor starting air system through one of two sets of reducing valves via isolating
Maker: Hatlapa valve RK29.
Model: L-9 ready f. operat. / auto
1
No of sets: 1 Betriebsbereit / Auto 6 Procedure for the Operation of the Main Starting Air System
d
7
Type: 2 stage air cooled, V-type
2 3 4 5
Capacity: 10.5m3/h at a pressure of 30kg/cm2 a) Ensure all pressure gauge and instrumentation valves are open.
STOP AUTO MAN RESET
lle
The starting air system is supplied by three main starting air compressors, b) Check the oil level in the compressors and check the sump for
which supply the two main air receivers. The compressed air is used to start
8 9 water.
the main engine and the three generator engines. HATLAPA SHIFT ESC ENTER
c) Ensure that the central fresh water cooling system is operating
One emergency compressor which is fed from the emergency switchboard is and supplying cooling water to the compressors.
o
used to supply the auxiliary air receiver in an emergency. Starting air to the
generator engines is reduced to 9.0kg/cm2. d) Set up valves as shown in the tables below.
1 - Information screen display.
The air receivers are supplied through an oil/water separator situated on the
discharge from the compressors. Each compressor has an automatic drain on
the high-pressure discharge, which opens when the compressor stops and closes tr
2 - Stop button, it must be pressed before changing the operation mode.
3 - Command button to select AUTOMATIC operation of the compressor.
4 - Selection button for manually starting of the compressor.

No.1, 2 and 3 Start Air Compressors Ready for Use
Under normal operation conditions, both receivers could be in use, although
consideration should be given to maintaining one receiver in a full but isolated
on
shortly after the compressor runs up to speed. This allows the compressor to start
condition which would be acting as a reserve capacity. It is assumed that all
and stop off load. The compressors are started and stopped by pressure switches 5 - Resets the alarm function indication when the alarm has been rectified.
valves are initially closed.
situated on the inlet line to the main receivers. The compressors are selected for 6 - Indicates that there is additional data/options to be display by pressing the
priority of starting; the duty compressor will start first but if the pressure continues appropriate direction arrow button.
to fall the first follow-on compressor is started and then the second follow-on Position Description Valve
compressor if the pressure falls further. Duty and follow-on compressors are
7 - Scrolling option / altering of set point value buttons. Open No.1 compressor discharge valve RK3
nc
selected by means of the duty/follow-on selector switch. The start/stop values are 8 - Escape button. Open No.2 compressor discharge valve RK2
show in the table in the next column. Open No.3 compressor discharge valve RK1
9 - Enter button used to access setting function screen and associated
selection / accept options. Open No.1 receiver inlet valve RK105
A Siemens TD 200 operations control panel at the local starter panel of each A duty selection switch is used to set the priority selection of each compressor.
compressor enables the compressors to be selected for manually or automatic Open No.1 receiver outlet valve to main engine starting RK99
starting and stopping, normally the compressors are selected for automatic air line
Switch Duty 1st Follow-on 2nd Follow-on Cut-In Cut-Out
U
operation. It is necessary to press the STOP button before changing the mode of Position Compressor Compressor Compressor Pressure Pressure Open No.1 receiver outlet valve to quick-closing valves RK106
operation, either into MANUAL or AUTO. When set into MANUAL mode the and whistle air systems, plus crossover to the
1 1 2 3 25 bar 30 bar
compressors will not start in the event of power resumption after a blackout. control air system
2 2 3 1 23 bar 30 bar
Open No.1 receiver outlet valve to auxiliary air receiver RK101
The control panel houses a LCD screen display, when the compressor goes into 3 3 1 2 21 bar 28 bar
Open No.2 receiver inlet valve RK104
an alarm shutdown condition a text line will appear on the screen to indicate the

Position Description Valve Position Description Valve

Open No.2 receiver outlet valve to main engine starting RK100 Open Emergency compressor discharge valve RK12
air line
Open Generator engine starting air receiver inlet valve RK114
y
Open No.2 receiver outlet valve to quick-closing valves RK103
Open Generator engine starting air receiver outlet valve RK113
and whistle air systems, plus crossover to the
control air system Closed Air receiver drain valve RK115
op
Open No.2 receiver outlet valve to auxiliary air receiver
RK102
Open Supply to generator engines RK10
Open Supply to auxiliary air receiver RK11
Open Inlet to auxiliary air receiver RK114
Open Inlet valves to all three generator engines RK13, RK14
C
RK15
Open Inlet valve to duty (upper or lower) pressure RK145
reducer for generator engines
Open Outlet valve from duty (upper or lower) pressure RK146
d
Closed Inlet and outlet valves on the non duty pressure
lle
Open Inlet to control air supply reducing valve RK45
Open Quick-closing valve system supply valve RK132
Closed Back-up supply to the working air system RK29
e) Select the compressors for operation with one compressor as the
o
duty compressors and the other compressors as follow-on.
f) Drain any liquid from the receivers and oil separator.
g) Check the operation of the automatic drain traps.

tr
on
Procedure for the Operation of the Emergency Starting Air
System
The emergency air compressor is started and stopped from a local control panel.
The TD 200 control panel contains the local and automatic operation functions
for the compressor as previously described for the main air compressors. A
nc
pressure switch for the emergency compressor is located on the auxiliary air
receiver. With the emergency starting air compressor and generator engine
receiver in use, set the valves as indicated in the following table. The line
valves from the emergency air receiver to the generator engines are as indicated
in the table above for the main air compressors.
U

Illustration 2.10.2a Working Air System

To Boiler
Working Air Burner Atomising
Exhaust Boiler
Compressor 200m3/h RK22
RK74
y
Boiler Room
RK21
RK86 RK72
To Bilge
To Top Upper Platform (S)
RK24
op
Of Funnel RK71
Workshop
Working Air RK70

Compressor 200m3/h RK20
Workshop
RK121 RK69
RK19 Electrical
C
To Bilge Workshop
RK73
To Safety Telephone
RK23 Alarm in Pump Room
RK118
PI
d
Working Air
RK119 Reservoir
(2m3)
To Deck
lle
RK33 Compressed Air System
FW
PS Hydrophore
RK43 RK62 Tank
RK65 RK34 PI
RK120 PS
o
7-4 bar
RK38
Air RK67 RK40 RK41 RK42
To Bilge Engine Pump
Dryer
RK28 RK36
RK29
tr
RK37 RK39
Room Room
on
To Control
Air System
Sewage Treatment Near Sea
RK68
Unit Room Chest (Port)
RK51 Separator Room Near Emergency Near Sea
RK75 QK13
RK82 Sea Chest Chest (Port)
FO Unit Room RK66 RK58
Floor (P)
RK76 RK53 RK52
RK83 RK55 RK56
Generator Engine Control Air
nc
Room (location) Dryer Floor (S)

RK77 RK49
Generator Engine RK84
Room (location) RK47 PI Floor (A)
RK45 30-7bar
RK78
Main Air Cooler RK85 RK57
Self Priming Device
Side
RK79 RK48 30-7bar RK47 for Emergency Suction
Near Sea
From Starting No.3 Main Sea Water Pump
Hydraulic Power RK133 Chest (Starboard)
U
Pack Station
Air System
RK80
Main Engine
Turbocharger Key
To Main Engine for
Side RK81
Turbocharger Cleaning
with Shells
RK32 Air

2.10.2 working Air System The working service system can if necessary be supplied from the start air f) Check that the system drain traps are operational.
system, through reducing valves and system isolation valve RK29. g) Start the air dryer into operation and check that the dryer
Working Air Compressor The system supplies the following services: functions automatically.
Maker: Tamrotor • Boiler air atomisation (when no steam is available and only
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h) The working air system is now operational and services may be
Model: EM H21-8 EANA when the boiler is operating on DO)
operated as required.
No of sets: 2 • Accommodation services
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Type: 2 stage air cooled screw type • Deck services WARNING
Capacity: 200m3/h at a maximum pressure of 8.0kg/cm2 Care must be taken when working with compressed air and air hoses
• Engine room services
must be properly connected to the outlet attachment before the valve
Air Dryer • Pump room services is opened. Under no circumstances should compressed air be directed
Maker: Ultrafilter • Hydrophore unit towards any personnel.
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Model: MSD0225M
No of sets: 1 Procedure for Preparing the General Service Air System for
Type: Desiccant Operation
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a) Ensure that all instrumentation valves are open.
The working air system is supplied by two air-cooled screw type air
compressors which supply air at a rate of 200m3/h at a pressure maximum of
b) Check the oil level in the compressors.
8.0kg/cm2. One working air compressor is selected as the duty compressor and
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the other acts as the standby compressor provided the compressors are selected
c) Check the sumps for water.
for AUTO CHANGE.
d) Set up valves as shown in the tables below.
The working air compressors discharge to a separate air receiver. The
compressor is controlled by the pressure in the receiver, loading and unloading
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All valves are initially closed.
as required. The air is supplied to the general service system through an
absorption type air dryer. Most services are supplied at 7.0kg/cm2 with further
services supplied at 4.0kg/cm2 through a reducing valve. The services are Position Description Valve
supplied in groups with a master shut-off valve for each group.
The desiccant air dryer has two adsorbers or drying units, the air passing tr
Open
Open
Open
No.1 working air compressor discharge valve
No.2 working air compressor discharge valve
Inlet to working air receiver
RK24
RK23
RK118
on
through one unit where moisture is removed from the air by the desiccant. At
Open Outlet from working air receiver RK119
the same time the desiccant in the other chamber is undergoing regeneration.
Drying of the air is achieved by water molecules being physically attracted Open Master valve to working service air system RK28
to and bound by the surface of the desiccant. After a preset time of air flow Closed Crossover valve to the working air system RK29
through one adsorber the butterfly valves are changed over so that air flows Open Inlet valve to air dryer RK36
through the other adsorber and the adsorber which now contains moisture Open Outlet valve from air dryer RK37
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undergoes regeneration.
Closed Air dryer bypass valve RK38
At regeneration the adsorber pressure is reduced to atmospheric and some Open 7.0kg/cm2 services as required
dried air from the other adsorber is expanded through the adsorber undergoing Open Inlet valve to 4.0kg/cm2 reducing valve RK40
regeneration. The expansion of the air through the chamber removes moisture Open Outlet valve from 4.0kg/cm2 reducing valve RK42
from the desiccant and at the end of the regeneration process the adsorber Closed 4.0kg/cm2 reducing valve bypass valve RK39
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is ready for the drying operation again. The changeover of the adsorbers is Open 4.0kg/cm2 services as required
automatically controlled by a timer and once in operation the dryer continues
in service so long as compressed air is supplied. e) Start the working air compressors, ensuring the loading and
unloading system operates correctly.

Illustration 2.10.3a Control Air System

To Boiler Control
Operating Valves
QK12 To Steam Dump IGG Room
Controller
To IGG
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To Boiler FD Fan
Flap Controller QK33
QK11
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QK1
To SCC
Funnel Top
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To Boiler Feed
Control Regulating To Changeover Control
QK34 Valve for Boiler FO System
Valve
Returns
To Air Back-Up Supply to QK37
Horn Working Air
System
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To Auxiliary RK112
RK112
Generators
QK9 Workshop
RK35 RK29
Upper Platform
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RK101 RK102
PI To ODME
Control Unit
PS QK3
To SW Tank Cleaning
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RK103 Heater Control
RK106
No.1 No.2 To Pneumatic
Starting Starting Control Unit
Air
Receiver RK99
RK100
Air
Receiver
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To Quick-Closing Valves
Air Receiver
QK22
QK21
on
RK105 RK104
Main Engine LO
QK10 Auto Filter Control
RK108
RK143
FO Auto Filter
RK107 PI QK14
Starting Air to Control Air
Dryer
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Main Engine
To Scupper
RK132 PI
30 - 10 bar
To Scupper
RK135 RK138
RK52 RK53 QK13
From Main Starting
Air Compressors 30 - 7 bar Main Engine QK17 QK15 QK16
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Control Air QK5 QK14 Aux. LO No.1 LO No.2 LO

RK45 RK47 Sep. Sep. Sep.
Main Engine QK8 QK36
Key 30 - 7 bar Safety Air
RK51 QK4 Bilge OWS
QK20 QK18 QK19
Air RK48 RK47 Camshaft LO Bilge Pump DO Sep. No.1 FO No.2 FO
Auto Filter Priming Valve Sep. Sep.

2.10.3 Control Air System It is assumed the starting air system is in full operation. Under normal operation
conditions, both receivers could be in use, although consideration should be
Control Air Dryer given to maintaining one receiver in a full but isolated condition which would
Maker: Ultrafilter be acting as a reserve capacity.
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Model: SD0225 AP
Type: 412 AP
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Open No.1 compressor discharge valve RK3
No of sets: 1
Type: Refrigerant
Open No.1 receiver inlet valve RK105
The control air system is supplied from the starting air system at a pressure
of 7.0kg/cm2 through one of two reducing valves but it may also be supplied Open No.1 receiver outlet valve to quick-closing RK106
valves and whistle air systems, plus crossover
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from the working air system. The control air is processed through a refrigerant
type air dryer and associated filters before supplying the following control air to the control air system
services: Open No.2 receiver inlet valve RK104
• Oil discharge monitoring equipment FW control valve Open No.2 receiver outlet valve to quick-closing RK103
valves and whistle air systems, plus crossover
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• Inert gas control air to the control air system
• Remote sounding system Open Inlet to control air supply reducing valve RK45 or
RK48
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• Main engine safety air system
Open Outlet valve from control air reducing valve RK47
• Main engine control air system
Open Inlet valve to air dryer RK52
• Main engine auto backflushing LO filters Open Outlet valve from air dryer RK53
• Main engine auto backflushing FO filters Open Outlet isolating valve from unit RK13
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• Generator engine control systems Closed Dryer bypass valve RK51
Closed Crossover valve to the working air system RK29
• Boiler control systems
•
•
•
Purifier control systems
Auxiliary systems pressure and temperature controllers
CO2 and fire alarms
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c) Open the individual inlets to all pressure, temperature and
control systems.
on
d) When the air supply is available at the control air dryer start
the dryer operating. It will take a short while for the full drying
Note: It is essential that only dried air is supplied to the control air system effect of the dryer to become available and so control air must
as moisture can have a detrimental effect on the operational efficiency of be vented until only fully dried air is available to the control air
control devices. system.
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e) Blow down the inlets to the control systems on a regular basis

Procedure for Preparing the Control Air System for and check the efficiency of the air dryer.
Operation
Note: Where duplicated reducing valves are provided, they should be
a) Ensure that all instrumentation valves are open.
alternated on a regular basis.
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b) Set up the valves as shown in the following table.
All valves are initially closed.

Illustration 2.11a Steering Gear Flow Lines

Deaeration Line No.2 No.1 Deaeration Line
Cylinder Cylinder
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Limit Limit
Switches Switches
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Deaeration Line No.4 No.3 Deaeration Line
Cylinder Cylinder
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PI PI PI PI
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Isolation Valve IV-2 Isolation Valve IV-1
Key
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Main Pressure Lines
Pilot Lines
tr Electrical Signal
on
Filter
Pushbutton Pushbutton
Unloading Unloading
Device Device
Deck LAL LAL

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Air Breather LALL Air Breather LALL
No.2 Power Unit No.1 Power Unit

Oil Tank PS Oil Tank PS
Steering Gear
Hydraulic Oil Main Pump Main Pump
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Storage Tank
TI Servo TI Servo
Pump Torque Pump Torque
Motor Motor
System System
Hand Test Test
Pump Valves M M PS Valves M M PS
Final Draft No.1. July 2008 Section 2.11 - Page 1 of 3

2.11 Steering Gear movement of 35° on one side to 30° the other side within 28 seconds (with one • Two oil tanks having a chamber for level switches and system
pump in 56 seconds). test valves
Maker: Kawasaki-Wuhan • Electric control panel for the automatic isolation system
Type: FE21-064-T050 Predeparture tests of the steering gear should be carried out by the duty
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engineer in the steering gear compartment and by the officer of the watch • Alarm panel for automatic isolation system
(OOW) on the bridge. Even though the steering gear can be started from the
Description bridge the duty engineer should be present when pumps are started and the Operation
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system tested from the bridge.
The steering gear consists of four hydraulic rams driven by oil supplied by two If failure of one of the systems occurs, the ship’s speed should be reduced to
electrically driven pumps. The pumps are of the variable displacement axial half of full speed, as only 50% of the torque for the steering gear operation is
piston type and are contained in their own individual hydraulic oil tanks.
Procedure for Putting the Steering Gear into Operation
available.
The system valves are assumed set for normal operation.
The steering gear is capable of operating as two totally separate steering
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systems. Each pump unit is capable of putting the rudder through the working Failure Sequence with One Pump Running
a) Check the level and condition of the oil in the tanks and refill
angle in the specified time. Normally at sea only one pump is required but the If loss of oil occurs, with No.1 pump running and No.2 pump stopped, the
with the correct grade as required.
second pump unit can be connected at any time by starting the motor. When following sequence will take place:
manoeuvring both pumps are operated.
b) Check that the feedback linkage and control system are all
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connected correctly. 1. If a system leakage occurs the oil level in No.1 oil tank goes
The steering gear is provided with an automatic isolation system. Both
down to the LOW position, audible and visual alarms are given
hydraulic systems are interconnected by means of solenoid operated isolating
c) Ensure the rudder is in the mid position. on the navigating bridge and in the machinery space.
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valves that in normal circumstances allow both systems to operate together to
produce the torque necessary for moving the rudder. In the event of failure that 2. No.1 isolating valve (IV-1) is energised and the hydraulic
d) Select LOCAL at the starter panel and start each electro-
results in a loss of hydraulic fluid from one of the systems, the float switches systems associated with No.1 and No.2 pumps are isolated.
hydraulic pump unit.
in the affected hydraulic tank are actuated. This gives a signal to the isolation
3. If the oil level goes down to the LOW-LOW position this
system which automatically divides the steering gear into two separate systems.
e) Carry out predeparture tests. indicates that the leak is in No.1 system. No.1 isolating valve
The defective system is isolated and the pump stopped, whilst the intact system
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(IV-1) is de-energised and No.1 pump is automatically stopped;
remains fully operational so that steering capability is maintained but with
f) Check for any leakage and rectify. No.2 isolating valve (IV-2) is energised and No.2 pump is
50% of the rudder torque which requires the ship’s speed to be reduced to half
automatically started. The hydraulic system associated with
speed.
The steering gear is remotely controlled by the autopilot control or by hand

steering from the wheelhouse. All orders from the bridge to the steering tr
g)
h)
Check for abnormal noise and operating pressures.
Switch the starter selector to REMOTE so that the OOW on the

bridge can carry out their predeparture steering gear tests.
No.1 pump is isolated. Steering is now carried out by No.2
pump and its two related cylinders (No.3 and No.4) with 50%
torque.
on
compartment are transmitted electrically. Steering gear feedback transmitters 4. If, however, the oil leak is in No.2 hydraulic system the Low-
supply the actual position signal for the systems. The rudder angle operations Low level alarm is not activated and steering continues to be
is limited to 35° port or starboard with mechanical stops fitted at 37°. Automatic Isolation System carried out by No.1 pump and its two related cylinders (No.1
and No.2) with 50% torque. No.2 hydraulic system is isolated
Description and so there will be no further leakage from that system apart
The variable-flow pumps are operated by a control lever which activates the
tilting lever of the pump cylinder. This causes oil to be discharged to a particular This steering gear is so arranged that in the event of a loss of hydraulic from the oil in the pipes.
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pair of hydraulic cylinders whilst suction is taken from the other pair. As the fluid from one system, the loss can be detected and the defective system
rudder turns the feedback linkage causes the pump’s tilting lever to move thus automatically isolated within 45 seconds. This allows the other actuating If No.2 pump is running and No.1 pump is stopped when the LOW level and
reducing the stroke on the pump. When the rudder reaches the desired angle the system to remain fully operational with 50% torque available. LOW-LOW level alarms are activated the sequence of events is identical to
tilting lever is restored to the neutral position and oil delivery from the pump that above, except that initially No.2 isolating valve is energised first isolating
ceases. No.2 steering gear pump unit is supplied with electric power from the the lines from No.1 pump unit. The systems will be isolated and the system
Construction
emergency switchboard and No.1 pump unit from the main switchboard.
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without the leak will operate.

This system consists of the following equipment:
Under normal circumstances at sea, all four cylinders (rams) will be in use, with • Two isolating valves
one pump unit running and the second pump unit ready to start automatically.
When manoeuvring or operating in confined waters, it is compulsory that • Two level switches with ‘LOW’ and ‘LOW-LOW’ level
both pump units are running, in order to obtain the IMO recommended tiller positions

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

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

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

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

continue until the baring operation is complete and the plate is f) Check the FO pressure and temperature.
replaced. Bar the engine at least two complete revolutions using
the turning bar with the cylinder indicator cocks open. g) Connect to the switchboard and load the engine.
i) Close the cylinder indicator cocks. h) Ensure that the thermostatically operated valves on the cooling
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water systems operate correctly as the cooling water temperature

If any part of the engine has been drained for overhaul or maintenance, check increases.
the level in the central fresh water cooling expansion tank and refill with fresh
water if necessary. i) Ensure that the engine temperatures and pressures remain
within normal limits as the load is applied to the engine and the
engine heats up.

2.12.2 Emergency Diesel Generator The engine should be started once per week and run up to full load every three g) Check the engine oil pressure, cooling water pressure and rpm.
months. Whenever the engine has been started, the diesel oil tank must be Investigate any abnormalities.
Engine checked and refilled if the level has dropped to or below the 24 hour operation
Maker: Sisu Diesel level. The spring starter should be tested according to company policy. h) Check that the cooling water heater switches off as the engine
heats up and that the thermostat operates to allow cooling water
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Model: 634 DSBG to flow to the radiator as the engine heats further.
Output: 140kW at a continuous speed of 1,800 rpm Procedure to Prepare the Emergency Diesel Engine for
Automatic Starting
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i) If required, load the engine, otherwise allow it to run idle or stop
Alternator it by turning the control switch on the engine panel to the STOP
a) Switch the engine to local control. position.
Maker: Newage-Stamford
Model: UC.M274F2 b) Check the level of oil in the engine sump and top up as necessary j) When the engine has stopped, check that the heater switches
Output: 156kVA with the correct grade of oil. on, turn the local switch to the EMERG. position to restore the
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engine to automatic standby.
Introduction c) Check the level of water in the radiator and top up as necessary
with clean distilled water. If the engine is to be loaded undertake the following:
The emergency diesel generator is a self-contained diesel engine located in the
emergency generator room on the port side of B deck, aft. The generator set will d) Check the level of diesel oil in the emergency generator diesel k) At the emergency switchboard, turn the BUS TIE ACB
d
start automatically on power failure of the main diesel generators and couple oil service tank and top up as required. CONTROL to the OPEN position, the ACB CONTROL switch
to the emergency switchboard automatically to maintain supplies to essential will close.
services. The generator set will also be used to get the ship under power from e) Switch the cooling water heater on, breaker EL6 on the
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‘dead ship’ condition. It will enable power to be supplied to essential services emergency switchboard. It is normally on when the engine is The emergency generator will now be connected to the emergency switchboard
selectively without the need for external services such as starting air, fuel oil stopped. and can be loaded as required.
supply and cooling water. The engine is an in-line, six-cylinder turbocharged
diesel engine with a self-contained cooling water system. The cooling water f) Open the fuel oil supply to the diesel engine. It is normally open Additional procedures may be undertaken to load the emergency generator and
is radiator cooled and circulated by an engine driven pump. A thermostat when the engine is stopped. these are explained below. These procedures should be carried periodically in
maintains a water outlet temperature of 82 to 93oC. Air is drawn across the
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order to test the equipment fully.
radiator by an engine driven fan. g) Turn the local selector switch to the EMERG. operation position,
then set the engine for AUTOMATIC standby operation at the
The cooling water is circulated by an engine driven pump, which also supplies Procedure to Manually Start the Emergency Diesel Engine
cooling water to the lubricating oil cooler. An electric heater is fitted to keep
the cooling water at 40 to 50oC when the engine is on automatic standby.
tr switchboard.
Procedure to Manually Start the Emergency Diesel Engine

(using the Spring Starter)
a) Ensure that the emergency generator is ready for operation and

on
The engine running gear is force lubricated, an engine driven gear pump (using the electric starter) is switched to LOCAL control.
drawing oil from the integral sump and pumping it through the cooler and then
through a filter before being supplied to the lubricating oil rail. a) Ensure that the engine is switched to LOCAL control. b) Reset the spring starter by pressing the RESET pushbutton at
the spring starter unit.
The engine is normally started by means of an electric starter motor, power to b) Check the level of oil in the engine sump and top up as necessary c) Wind the spring starter unit with the winding handle until the
the motor being supplied by batteries, which are on constant charge while the with the correct grade of oil. red indicator appears. Remove the winding handle and store it
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ship is in service. A spring starter is also fitted, spring power being manually
safely.
generated by a handle. The spring unit drives a motor which engages with c) Check the level of water in the radiator and top up as necessary
the flywheel and the stored energy is released to start the engine. This spring with clean distilled water. d) Move the starter lever through 90°, this will immediately release
system can be utilised when starting the engine from the dead ship condition.
the starter.
The engine can be manually started locally using either the electric or spring d) Check the level of diesel oil in the emergency generator diesel
starter motor, but when switched to automatic operation, only the electric oil service tank and top up as required.
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e) The engine will start.

starter motor is utilised.
e) Press the START pushbutton on the engine control panel. f) Check that the engine is firing smoothly and check that all
engine services are operating correctly.
f) Check that the engine is firing smoothly.
g) Turn the BUS TIE ACB CONTROL switch to the OPEN
position.

h) Turn the emergency generator ACB CONTROL switch to the Test of Automatic Starting Procedure with Closing of the Test of Automatic Starting Procedure of Emergency Generator
CLOSED position. Emergency Generator ACB without Disconnecting the with Automatic Closing of the Emergency Generator ACB via
Voltage Supply from Main Switchboard to the Emergency the Blackout Condition
The emergency generator will now be connected to the emergency switchboard
Switchboard
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and can be loaded or stopped as required.
The emergency generator must be ready to start with the local selector switch
The emergency generator must be ready to start with the local selector switch set in the EMERG. position.
op
Illustration 2.12.2a Emergency Diesel Generator Control Panel set in the EMERG. position.
a) Turn the Cos-T selector switch to the TEST (BLACKOUT)
a) Turn the BUS TIE ACB CONTROL switch to the OPEN position and the bus tie ACB will trip. The emergency generator
EMERGENCY DIESEL GENERATOR position. will start and the emergency generator ACB will close
automatically.
b) Turn the Cos-T selector switch (located inside the cabinet on
C
the emergency switchboard and marked EM’CY GEN TEST) to b) Check the voltage and frequency of the emergency generator.
LO Press FW Temp.
the TEST position. The emergency generator will start and the
50 60
Alarm Alarm
emergency ACB will close automatically. c) Turn the Cos-T selector switch to the NORMAL position.
40 70 Lub Oil
Temp. FW Level
30 80 Alarm Alarm
L.O. Pressure Water Temperature
c) Check the emergency generator voltage and frequency. d) Turn the emergency generator ACB CONTROL switch to the
d
20 90 Over Injection
10 100
Speed
Shutdown
Pipe
Leakage OPEN position. The bus tie ACB at the emergency switchboard
will close automatically and the emergency generator will stop
1 5 0 0 3 7 8
Stop
Local
Emerg Start Power d) Turn the Cos-T selector switch to the NORMAL position.
Failure On
automatically.
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RPM Lamp
Start Test
Reset e) Turn the emergency generator ACB CONTROL switch to the
OPEN position and the ACB will open.
Re-Establishing Normal Supply to the Emergency Switchboard
L.O. Temperature
f) The emergency generator will now stop automatically. after a Blackout
The emergency generator must be ready to start with the local selector switch
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g) When the emergency generator has completely stopped turn the
BUS TIE ACB CONTROL switch to the CLOSED position. set in the EMERG. position.
Procedure for Stopping the Engine after Running on Load
a) Shed load from the engine. tr CAUTION

The BUS TIE ACB CONTROL switch for the emergency generator
must not be operated unless the emergency generator has completely
a)
b)
Check that normal power supply is available.
Turn the emergency generator ACB CONTROL switch to the

OPEN position and the ACB will open.
on
stopped.
b) Allow the engine to idle for 5 minutes before shutting down c) The bus tie ACB for the emergency switchboard will
to allow the cooling water and lubricating oil to carry away close automatically and the emergency generator will stop
heat from the combustion chambers, bearings, shafts etc. It is Test of Automatic Starting Procedure of Emergency Generator automatically.
particularly important for the turbocharger where a sudden stop without Closing the Emergency Generator ACB (Off Load
can lead to a 40°C rise, which could damage the bearings and Test) d) Check that the emergency generator Auto Standby lamp is
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seals. illuminated.
The emergency generator must be ready for operation and selected for
c) Long periods of idling will result in poor combustion and a REMOTE operation.
build up of carbon deposits.
a) Turn the Cos-T selector switch to the TEST position and the
d) Turn the control switch on the engine panel to the STOP
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emergency generator will start.

position.
b) Check the voltage and frequency of the emergency generator.
e) When the engine has stopped, switch the heater on, turn the
control switch to the REMOTE position. Restore the engine to c) Turn the Cos-T selector switch to the NORMAL position and
automatic standby. the emergency generator will stop automatically.

Illustration 2.13.1a Main Electrical Network N0.1/2 Main Transformers

90kVA, 440V/230V
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Main Switchboard
220V Feeder
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No.2 Group No.2 440V No.3 Generator No.2 Generator Synchronising No.1 Generator No.1 440V No.1 Group
Starter Panel Feeder Panel Panel Panel Panel Panel Feeder Panel Starter Panel Panel
101 102 103 105 104 106 107 108 109
3,200A
Isolator
C
d
440V Equipment 440V 440V 440V Equipment 220V Consumers
Pumps/Motors Consumers G G G Consumers Pumps/Motors
Stern Bow
Thruster M Thruster M
865kW No.3 Diesel No.2 Diesel No.1 Diesel 865kW
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Generator Generator Generator
1,137kVA 1,137kVA 1,137kVA
910kW 910kW 910kW
Main/Emergency
Board Interconnector
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tr N0.1/2 Emergency Transformers
30kVA, 440V/230V
on
Emergency Switchboard
Emergency 440V 220V
Generator Panel Feeder Panel Feeder Panel
Shore
Connection Box
Key
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G Generator 24V 300Ah Battery
Disconnecting
Switch
Transformer
Battery Charger Board
Air Circuit Breaker (Withdrawable)

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Moulded Case Circuit Breaker 440V 220V Consumers

G Consumers
Bolted Bus Link
Emergency
Generator Essential 24V
156kVA Consumers

2.13 Electrical Power Distribution Main Switchboard The main switchboard 220V feeder panel is fed from one of two main
440/230V, 90kVA transformers located in the electrical work room on the port
Maker: Terasaki
2.13.1 electrical equipment overview outboard side of the ECR. These transformers are interlocked so that only one
Rating: 450V, 60Hz, 3,000A is connected at any time.
Protection: IP22
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Generating Plant Main 440/230V Transformers
The main switchboard is situated in the Engine Control Room (ECR) on the
op
The electric power generating plant consists of the following: port side of the engine room upper platform level. Maker: Lushun
Model: CSGDII-90
Diesel Generators The main switchboard is fitted with a Power Management System (PMS) that Rating: 3 phase, 90kVA
No. of sets: 3 controls the starting, stopping, connection and load sharing of the generators.
Primary/sec. voltage: 450/230V
Rating: 450V, 3ph, 60Hz, 1137.5kVA, 910kW If a failure occurs and one of the generators stops or sheds non-essential loads,
another standby generator will automatically start, connect and load share or Primary/sec. current: 115.47/225.92A
C
take over the supply of switchboard consumers. Frequency: 60Hz
Emergency Diesel Generator
Cooling: Natural air
No. of sets: 1 The number of generators connected to the switchboard at any one time Insulation class: B
Rating: 450V, 3ph, 60Hz, 156kVA, 125kW depends on the electrical consumer load of the ship at that time. The generators
Protection level: IP23
can be manually run up and connected to the main switchboard as required
d
but in normal operation, the PMS automatically controls the operation of the
Introduction generators and major operational aspects of the main switchboard. Emergency Switchboard
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Only one diesel generator is normally used during normal sea going conditions. The emergency generator will start automatically in the event of a blackout
The main switchboard feeds the two main 440V feeder panels, the 440V Group
Three generators are required when: and supply the emergency switchboard. This switchboard will then supply all
Starter Panels (GSPs) located either side of the main switchboard and the 440V
• Manoeuvring essential navigation and machinery equipment which requires the security of a
power distribution boards located throughout the ship. The main switchboard
backed-up power supply.
• Discharging cargo normally feeds the emergency switchboard, which is situated in the emergency
generator room on the port side of B deck, via the main/emergency switchboard
The emergency 220V consumers are fed from the emergency switchboard
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The emergency generator has sufficient capacity to supply the auxiliaries bus tie line.
220V section. This section is fed from the emergency 440V switchboard feeder
required to start a main diesel generator in the event of total power failure. section via one of two 30kVA transformers located in the emergency generator
All three main generators can operate in parallel, but not with the emergency In an emergency, the main switchboard bus can be divided into two separate
room. These transformers are interlocked so that only one is connected at any
generator.
Power Distribution System tr

sections by the bus tie 3 phase isolator fitted in the rear of the synchronising
panel.
time.
Emergency Transformers
on
WARNING
General Description The bus tie isolator must only be closed when one side is known to be in Maker: Dalian Shunze Marine Electric Engineering Co. Ltd
The main switchboard consists of: a dead condition. Model: CSGDII-30
• Three generator panels Rating: 3 phase, 30kVA
Links are also fitted between the main switchboard cubicle bus sections as
Primary/sec. voltage: 450/230V
• A synchronising panel shown above in illustration 2.13.1a. These links are intended for emergency
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situations only where isolation of a faulty bus section is required. Primary/sec. current: 38.49/75.8A
• Two group starter panels
Frequency: 60Hz
• Two 440V feeder panels WARNING Cooling: Natural air
• A 230V feeder panel The bus links must only be opened or closed when both sides are known Insulation class: B
to be in a dead condition. Protection level: IP23
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The emergency switchboard consists of:

• The emergency generator panel The main switchboard 220V section is fed from the 440V switchboard via two
90kVA transformers. These two transformers are located in the electrical work
• A 440V feeder panel room on the port side of the ECR on the engine room upper platform level.
• A 220V feeder panel

Essential safety and communication equipment is fed from the battery charge Switchboards Earth Insulation Monitoring
and discharge board located in the converter room aft of the bridge on D
The switchboards are of dead front box frame construction without a bottom Each of the following supply systems is provided with monitoring equipment
deck. This board supplies items of equipment such as the ECR, cargo and
plate and have hinged front panels that can be opened without disturbing for continuously monitoring the insulation level to earth, giving an audible and
bridge control consoles, fire detection, PA/telephone systems, etc. This board
the meters, pilot lamps, etc. mounted on them. Certain moulded case circuit visual indication of an abnormally low insulation level. These alarms are raised
is normally fed from the main or emergency switchboard 440V feeder panels
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breakers fitted to switchboards are of the plug-in type, so that the breakers may locally at the switchboard via the vessel’s alarm and monitoring system.
but will change over automatically to a battery supply if the emergency supply
be removed from the panel front without de-energising the main busbar.
fails. The 300Ah back-up battery consists of eight 80Ah 24V sealed batteries • Main switchboard 440V network
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located in the battery room on the port side of D deck. See section 2.13.9, • Main switchboard 220V network
Battery and UPS Systems for further details. Motors
• Emergency switchboard 440V network
The 440V motors, in general, are of the squirrel cage induction type with a
Further essential communication and navigation equipment is fed from the standard frame designed for AC 440V, three phase, 60Hz. The exceptions are • Emergency switchboard 220V network
radio switch box distribution board also located in the converter room. This the motors for domestic service and small capacity motors of 0.4kW or less. • The 24V DC battery charge/discharge board system
board supplies items of equipment such as the GMDSS equipment, GPS
C
receivers, etc. This board is normally fed from the emergency switchboard Where continuous rated motors are used, the overload setting ensures the
220V feeder panel but will change over automatically to a battery supply if motor trips at 100% of the full load current. The motors in the engine room are Thrusters
the emergency supply fails. This board is split and has two back-up batteries of the totally enclosed fan cooled type. The ship is fitted with an electrically-driven bow thruster and stern thruster.
each consisting of six 80Ah 24V sealed batteries located in the battery room
These thrusters are of the constant speed, controllable pitch type.
on the port side of D deck. See section 2.13.9, Battery and UPS Systems for Standby motors will start when no voltage is detected on the in-service motor
d
further details. or when the process pressure is low. The two thrusters are both 440V, 865kW units supplied from the main
switchboard 440V feeder panels via a local starter. The starters are of the auto-
The emergency power distribution network is shown in illustration 2.13.3a.
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440V Starters transformer type which limit starting current to approximately 1.4 times the
rated current.
The two steering gear motors are each fed independently; No.1 steering motor Motor starters are located throughout the vessel usually close to the motor being
is fed from No.1 440V main switchboard feeder panel (circuit 2P9) and No.2 controlled. These starters are either supplied from the main switchboard 440V The bow thruster is located in the bow thruster room, accessed from the
steering motor is fed from the emergency switchboard 440V feeder panel feeder panels or from power distribution panels also located throughout the bosun’s store. The starter is located in the bosun’s store.
(circuit EP9). ship in the machinery spaces or cable lockers throughout the accommodation.
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Interlocked door isolators are provided for all starters. The stern thruster is located in the engine room at floor level, immediately aft
Electrical Network of the main engine. The starter is located at the starboard side, aft of the main
Certain motor starters are arranged in the group starter panels on the main engine at floor level.
Power distribution boards are provided in suitable positions to supply the
various local motor starters, heating, lighting, communication and navigation
equipment throughout the vessel.
tr
switchboard, with duplicated equipment starters split between each of the main
switchboard group starter panels. The starting of the thrusters is blocked by the power management system if
insufficient generating capacity is connected to the main switchboard. See
on
Sequential Restart section 2.13.11, Thrusters for further information.
Large motors and group starter panels are supplied from the 440V switchboard
directly. Power for other smaller power consumers is supplied from the 440V See section 2.13.8
switchboard via distribution panels.
Essential service motors, which were in service before the blackout, are
Each 440V and 220V distribution circuit is protected against overcurrent and started automatically on recovery of the main bus voltage. These motors are
short circuit current, by a moulded case circuit breaker fitted on the switchboard classified into groups (consistent with voltage dip and overcurrent) and will
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or panel board with inverse time overcurrent trip and instantaneous trip. Each start according to the predetermined restarting sequence. Motors that were
supply system is provided with a device for continuously monitoring the selected for duty before the blackout are automatically returned to duty after
insulation level to earth, giving an audible and visual indication of abnormal the blackout. Similarly, motors selected for standby are automatically returned
low insulation level. to standby.
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Shore power can be provided to supply basic consumers (lighting, etc) when
Preference Trip
the ship is alongside for an extended period or when in refit/dry dock. The
shore connection box is fitted in the emergency generator room and connects to See section 2.13.8
the main switchboard bus at the No.2 440V feeder panel via a circuit breaker.
A further shore power circuit breaker is located at the actual shore connection Non-essential loads are interrupted automatically, in the case of overcurrent of
box. See section 2.13.5, Shore Power for further details. any one of the main diesel generators, to prevent mains power failure.

Illustration 2.13.2a Generator and Synchronising Panels
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1 2 5 6
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3 4 7 8 1 2
GENERATOR 1 GENERATOR 2 GENERATOR 3
kW 1000
kW 1000 V kW 1000
kA 1000
9 500 500 10 500 3 500
0 0 0 0
C
Hz
55 60 65
4 5
11 12 13 Key Key
55 60 65
1. Power Available Lamp
1. Generator Ready To Start Lamp
2. Generator ACB Closed lamp
2. Generator ‘Master’ Lamp
d
6 7 8 3. Generator Ammeter
3. Generator 1st Standby Lamp
14 15 16 17 4. Generator Watt/Hour Meter
4. Generator 2nd Standby Lamp
5. Running Hour Meter
5. 24V DC Source Lamp VR
6. Turning Gear Engaged Indication Lamp
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AMMETER
6. Preference and Emergency Stop Source Lamp 9 10 11 12

18 19 13 7. Start Fail Indication Lamp
7. Emergency Generator ACB On Lamp
8. Common Shutdown Indication Lamp
8. Emergency Generator Standby Lamp
9. Space Heater Lamp
9. Generator Wattmeter 14 15 16
20 21
10. Engine Start Pushbutton
10. Generator and Bus Voltmeter
11. Engine Stop Pushbutton
11. Generator and Bus Frequency Meter
12. Reverse Power Indication Lamp
12. Synchroscope
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13. Voltage Regulator (Inside Panel)
13. Synchronising Lamps
14. Space Heater (Off - On) Switch
14. Auto Synchro Start Lamp
15. Ammeter Switch
15. Load Shift Start Lamp
22 23 24
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16. Frequency/Voltmeter Switch
17. Frequency/Voltmeter Selector Switch
18. Generator Mode Selector Switch
19. Synchroscope Selector Switch SYS
16. Generator ACB Abnormal Reset
17. Generator ACB
on
20. Generator ACB Control Switch
21. Generator Standby Selector Switch
25 26 27
22. Generator Governor Control Switch
23. Auto Stop Blocking Lamp
24. Short Circuit Trouble Reset Lamp
17
25. Auto Stop Blocking Switch COS-B PUSH TO PUSH TO
CLOSE OPEN
26. Lamp Test Pushbutton

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27. Synchro and Power Control Switch COS-P

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Synchronising Panel
Synchronising Panel Generator Panel

2.13.2 Main Switchboard and Generator Operation Automatic Synchronising Control 2. Single Generator Running Procedure - on to Dead Bus
An automatically controlled synchroner, which consists of the automatic speed a) Start the engine as above. As voltage is established, the POWER
Manual/Automatic Operation of the Main Switchboards and matcher and the automatic synchroniser, is fitted to the main switchboard to AVAILABLE lamp will be illuminated at the generator panel.
Generators enable synchronisation of an incoming generator. The automatic speed matcher
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equalises the generator frequency with busbar frequency. This synchroniser is b) Set the FREQUENCY and VOLTMETER selection switch at
The generators can be controlled manually from the main switchboard operational even when main switchboard control is set to MANUAL. the synchronising panel to the position of the selected generator.
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synchronising panel or automatically from the main switchyboard’s Power At the rated speed the voltage will rise to 440V, indicated by the
Management System (PMS). The automatic synchroniser energises the generator’s air circuit breaker (ACB) voltmeter and approximately 60Hz indicated by the frequency
when the incoming and bus phases coincide. meter.
Manual control is selected by turning the SYNCHRO AND POWER
CONTROL switch COS-P at the main switchboard synchronising panel to the c) Adjust the frequency to 60Hz by means of the governor raise/
MANUAL position. Automatic control is selected by turning this switch to Procedures for the Manual Operation of Generators lower switch. The rated values are indicated by red marks on the
C
the AUTO position. When manual control is selected, the PMS has no control Instrumentation corresponding meters.
of any generating set. Manual control means that the generators are given
The generator panels are equipped with an ammeter and a kilowatt/hour meter
commands via the operator from the main switchboard mounted controls. d) Close the circuit breaker (ACB).
to measure the load of the generator.
Generators will be included in the PMS provided their MODE SELECTION
The synchronising panel is equipped with a dual frequency-meter, dual 3. Stopping the Generator
d
SWITCH on the synchronising panel is set to the AUTO position.
voltmeter and individual generator wattmeters for comparing the output of In order to stop the generator in operation, first reduce its load by stopping any
the generator to the main bus. A synchroscope and synchronising lamps are auxiliary machinery.
Automatic control means that the generators will be controlled automatically
provided for parallelling operations.
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by the PMS with no operator intervention required. The automatic starting,
stopping, connection, synchronising and loading of the main generators is a) Turn the ACB switch to OPEN.
A STANDBY SELECTOR switch is fitted at the synchronising panel to allow
normally controlled by the PMS operating in the automatic mode.
the selection of the standby generator. For each generator there is a MODE b) To stop the engine, press the engine STOP pushbutton at the
SELECTION switch which allows for MANU or AUTO selection. The AUTO local control panel.
A generator engine can be operated locally at the engine control panel or
STOP BLOCKING switch is also located at this panel.
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remotely at the main switchboard. Diesel generator local control is selected
by means of the LOCAL/REMOTE keys at the generator engine local control Avoid opening the ACB when the generator is on load, as it will cause an
panel. This switch must be set to the REMOTE position to enable either manual 1. Local Engine Starting and Stopping instantaneous rise in the engine speed and possible overspeed trip.
starting/stopping from the main switchboard, semi-automatic starting/stopping
from the CAMS or automatic starting/stopping from the PMS.
The PMS controls the following features: tr

It is assumed that the diesel generator is ready to start, ie, the GEN 1/2/3
READY TO START lamp is illuminated. See section 2.12.1 Diesel Generators
for further information.
4. Parallel Running Procedure
If one generator is running and supplying the main switchboard, the second
on
generator can be started remotely from the main switchboard.
• Automatic blackout start and connection of the standby diesel The engine can be locally started by a pushbutton on the generator local control
generator. panel as follows (the generator is selected for local by pressing the LOCAL The generator is selected for remote operation by pressing the REMOTE
pushbutton on the engine side control panel): pushbutton on the engine’s local control panel:
• Automatic start, connection and load-share for the standby
diesel generator due to bus abnormality.
a) Switch the required generator’s MODE SELECTOR switch to a) At the main switchboard, start the second generator by pressing
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• Automatic start, connection and load-share for the standby the MANU position at the synchronising panel. the ENGINE START pushbutton on the generator panel.
diesel generator due to an overload of a running generator.
• Automatic start, connection and load-share for the standby b) Select LOCAL control on the diesel generator’s local control b) Set the FREQUENCY and VOLTMETER selection switch at the
diesel generator due to a high load on a running generator. panel. synchronising panel to the position of the incoming generator.
• Automatic load-down, disconnection and stop of the last- At the rated speed the voltage will rise to 440V, indicated by the
c) Press the engine START pushbutton. This will open the start voltmeter and approximately 60Hz indicated by the frequency
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connected diesel generator due to a low load on the running valve to start the engine. When voltage is established the
generators. meter.
generator is in the ‘Run’ mode.
• Automatic synchronising. c) Adjust the frequency to 60Hz by means of the governor raise/
d) To stop the engine, press the engine STOP pushbutton. lower switch. The rated values are indicated by red marks on the
• Automatic frequency control.
corresponding meters.
• Automatic load sharing.

d) Once the voltage and frequency of both generators are 6. Generator Space Heaters 3. Generator Automatic Disconnection and Stop - Operator Initiated
identical, set the SYNCHROSCOPE switch to the incoming
A space heater is provided in each generator to prevent condensation forming If two or three generators are supplying power to the main switchboard,
generator’s position and check the synchronous state by means
on the windings. The space heater switch should always be in the ON position. a generator may be automatically unloaded and stopped by pressing the
of the synchroscope. The disc will revolve in accordance with the
The heater is interlocked with the operation of the generator’s ACB which generator’s LOAD SHIFT START pushbutton on the synchronising panel.
difference in frequency.
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switches the heater off when closed and switches the heater on when opened.
To automatically disconnect and stop the selected generator it must be set to
e) Check the direction of rotation. If it is revolving in the
AUTO mode as described previously. The PMS control PLC will initiate the
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‘+’ direction, turn the GOVERNOR MOTOR switch of the Procedures for the Automatic Operation of Generators following sequence:
incoming generator to the ‘LOWER’ position. If it is revolving
in the ‘-’ direction, then turn the GOVERNOR MOTOR switch Automatic control of the generators and main switchboard is selected by 1. Engine starts
switch to the ‘RAISE’ direction. turning the SYNCHRO AND POWER CONTROL switch COS-P at the main 2. Voltage build-up detected
switchboard synchronising panel to the AUTO position.
f) Adjust the speed until the synchroscope pointer is moving 3. Automatic synchronisation
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slowly towards to the 12 o’clock position, showing the state of Automatic control is carried by the Power Management System (PMS). The 4. ACB closes
synchronisation. PMS consists of two Programmable Logic Controllers (PLCs) and a number
5. Automatic load sharing on
of electronic relays. The electronic relays provide the settings for the load
g) Press the AUTO SYNCHRO START pushbutton, synchronisation dependant start/stop, etc. Further relays provide the under/over frequency and
will automatically take place when the incoming generator under/over voltage protection, etc. 4. Automatic Parallel Running Activated by Heavy Load
d
matches the busbar frequency.
If another generator is already supplying power to the main switchboard,
1. Generator Automatic Start onto a Dead Bus a second generator should be selected for standby operation from the
h) It is ideal to close the air circuit breaker when the pointer of
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GENERATOR STANDBY SELECTOR switch. This generator must be ready
the synchroscope turns in the ‘+’ direction and is closing on The diesel generator is selected for AUTO operation at the MODE SELECTOR
to start.
the pointer at the centre (5mins to noon). Negative ‘-’ side switch and the start condition is normal. The engine is selected for REMOTE
turning may cause operation of the reverse power relay. If the operation at the engine’s local control panel. The GEN 1/2/3 READY TO
If the generator in use registers a high load (95% of the rated power) for five
frequency difference between the two generators in parallel START indicating lamp is illuminated at the generator panel. The PMS
seconds, the first standby generator will go through the following sequence:
operation exceeds 3 Hz the synchroscope will not revolve. control PLC monitors a trip or black out and therefore initiates the following
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With this in mind, operate the governor switch to decrease sequence: 1. Engine starts
this difference. Observe the bus/incoming generator frequency 1. Engine starts 2. Voltage build-up detected
meter for reference. When synchronisation is complete turn off
the synchroscope.
5. Load Sharing tr2. Voltage build-up detected

3. ACB closes
3. Automatic synchronisation
4. ACB closes
5. Automatic load sharing on
on
a) Having achieved parallel operation, load sharing is accomplished 2. Generator Automatic Start and Connection - Operator Initiated
by increasing the input from the incoming engine. This is If one or both thrusters are running and a high load of 85% of the rated power
To automatically start and connect a selected generator it must be running
increased by means of the governor switch. This speeds up is registered for two seconds, a thruster pitch reduction signal is sent to the
and set to AUTO mode as above. It is assumed that one or two generators are
the incoming generator, causing the first generator to lose load thruster(s) and the standby generator is started as above.
already running and connected to the main switchboard.
and gain speed, thus causing the frequency to rise. To prevent
this, the governor switch of the first generator must be turned If the first standby generator fails to start or the ACB fails to close, the second
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The operator presses the AUTO SYNCHRO START pushbutton on the

in the ‘LOWER’ direction. This action also causes the load to standby generator will start (if available) and follow the above sequence.
synchronising panel. The PMS control PLC will initiate the following
be transferred to the incoming generator. Ensure the frequency sequence:
remains constant during this operation. 5. Automatic Parallel Run Activated by Heavy Consumer Request
1. Engine starts
b) Equalise the load of both generators. If another generator is already supplying power to the main switchboard,
2. Voltage build-up detected
a second generator should be selected for standby operation from the
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3. Automatic synchronisation GENERATOR STANDBY SELECTOR switch. This generator must be ready
4. ACB closes to start.
5. Automatic load sharing on To start a thruster, the AUTO STOP BLOCKING switch on the synchronising
panel must be set to the BLOCK position. This will cancel a generator stop
signal during periods of low load such as during manoeuvring.

A single thruster cannot be started unless two generators are on load, the If three generators are on load and three or four hydraulic pumps are running, Generator Protection Equipment
second thruster cannot be started unless all three generators are on load. the light load stop function is cancelled, automatic load sharing continues.
The generator is protected from the abnormal conditions described below
If a start request is received from a thruster, the first standby generator will go If two generators are on load and two, three or four hydraulic pumps are by means of the reverse power trip, short circuit trip, undervoltage trip and
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through the following sequence: running, the light load stop function is cancelled, automatic load sharing overcurrent trips.
continues.
1. Engine starts
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2. Voltage build up detected 1. Abnormality Due to Undervoltage
7. Automatic Bus Connection due to Generator Trip
3. Automatic synchronisation If the voltage of a generator decreases to less than 50% of the rated value, the
If the bus voltage has become zero, by the opening of the ACB of the generator undervoltage tripping device, contained in the air circuit breaker, will operate
4. ACB closes in use, due to any of the following: to trip the breaker. If a short-circuit fault occurs, the generator voltage will
5. Automatic load sharing on • Engine stop/trip lower and may cause the undervoltage tripping device (UVT) to operate. With
this in mind, a time delay device (of about 0.5 seconds) has been fitted to the
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6. Power available signal set to ‘ON’ • Short circuit undervoltage device to prevent the ACB from tripping immediately, allowing
7. Thruster released for starting • Undervoltage the defective system circuit breaker to operate first.
The above sequence is also carried out in the case of a start request from the • Nuisance trip (mechanical trip)
2. Abnormality Due to Overcurrent (preference tripping)
cargo hydraulic power pack (HPP). The AUTO STOP BLOCKING switch has
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• Reverse power
no influence on the HPP’s start request, only the power available setting. If the current on a running generator exceeds 120% (1,751A) of the maximum
The first standby generator will go through the following sequence: rated current for a period of 10 seconds, the overcurrent relay will initiate the
release of the first stage of preferential tripping. If the current still exceeds this
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6. Automatic Parallel Run Cancellation by Light Load 1. Engine starts level after a further 5 seconds, the second stage preferential trips are released,
This facility is only available when the AUTO STOP BLOCKING switch on 2. Voltage build up detected thereby providing protection against the overcurrent which would otherwise
the synchronising panel is set to the NORMAL position. This will allow a trip the ACB. Preferential tripping is described in section 2.13.8.
3. ACB closes
generator stop signal during periods of low load.
3. Abnormality Due to Overcurrent (long time delay trip)
o
If the first standby generator fails to start or the ACB fails to close, the second
The generator to be released for stopping will be the least priority generator, ie,
standby generator will start (if available) and follow the above sequence. If the current on a running generator exceeds 120% of the maximum rated
the second standby generator when running on three generators or the standby
generator when running on two generators. current (1,751A) for a period of 20 seconds, the overcurrent relay will operate
The designated generator will be unloaded and stopped if the total load on the
remaining generator(s) would be 80% or less for 10 minutes. The following tr
Bus Abnormality
The normal voltage and frequency levels at the main switchboard bus are:
• Voltage: 450V
to trip the ACB.
4. Abnormality Due to Overcurrent (short time delay trip)

on
sequence is carried out:
• Frequency: 60Hz If the current on a running generator exceeds 250% of the maximum rated
1. The generator to be released will shed load to the other current (3,650A), the ACB will be tripped almost instantaneously (about
generator(s) 480msec) by the short time delay trip fitted to the ACB.
Under certain fault conditions, the voltage and frequency may rise or lower
2. The ACB of the generator to be released will open according to the fault. These fluctuating levels are undesirable for the operation
3. The engine stops on the generator released of the ship’s plant. 5. Abnormality Due to Short Circuit
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If the current exceeds 1,000% of maximum rated current (14,590A) the ACB
The automatic stopping due to light load function operates to different settings There are bus abnormality limits for the main bus voltage and frequency
will trip instantaneously (zero time delay).
when the cargo hydraulic power pack is in operation. If two generators are on deviation and the limits for these are set as follows:
load and one hydraulic pump is running, the standby generator will be released • Low voltage limit: 427.5V (-5%) for 5 seconds
for stopping if the load remaining would be less than 530kW for 10 minutes. 6. Abnormality Due to Reverse Power
• High voltage limit: 472.5V (+5%) for 5 seconds
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If there are abnormalities in the output of an engine during parallel operation,

If three generators are on load and one or two hydraulic pumps are running, • Low frequency limit: 57Hz (-5%) for 5 seconds it may cause the generator to function as a motor, due to the power it receives
the last standby generator will be released for stopping if the load remaining from the other generator(s) through the common busbar. The effective reverse
• High frequency limit: 63Hz (+5%) for 5 seconds
would be less than 1,440kW (for one pump) or 1,060kW (for two pumps) for power will then flow through the connected circuit. If this reverse power
10 minutes. reaches a level of 10% of the rated power (91kW) for eight seconds, the reverse
If any of the above limits are reached, an alarm is raised.
power relay will operate to trip the generator’s ACB.

Illustration 2.13.3a Emergency Switchboard
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1 2 3 4 5
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26 27 28
Key
kW
150
200 A 200 V Hz 65 A 200 M V 65
100 100 60
29 100 30 60
31
50
1. Emergency Generator ACB On Lamp
0 0 55 0 55 2. Emergency Generator Power Available Lamp
6 7 8 9 3. Main Switchboard Power Available Lamp
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32 33 34 35 4. Bus Tie Closed Lamp
10 11 12 13 5. Bus Tie Open Lamp
6. Emergency Generator Wattmeter
7. Emergency Generator Ammeter
8. Emergency Generator Voltmeter
9. Emergency Generator Frequency Meter
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10. 24V DC Source Lamp
11. Emergency Stop Source Lamp
12. Disconnecting Switch Open Lamp
13. Emergency Generator Standby Lamp
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14 15 16 17 14. Space Heater Lamp
15. Emergency Generator Trouble Reset Pushbutton
18 25
16. Ammeter Switch
17. Voltmeter Switch
19 20 21 22 36
18. Generator Test Switch (Inside Panel) Cos-T
19. Space Heater (Off - On) Switch
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20. Lamp Test Pushbutton
21. Emergency Generator ACB Control Switch
22. Bus Tie ACB Control Switch
23. Emergency Generator ACB
tr 25 37
24. Bus Tie ACB
25. 440V Feeder Panel Distribution Circuit Breakers
26. Transformer No.1 Source Available Lamp
27. 220V AC Section Earth Lamps
on
28. Transformer No.2 Source Available Lamp
29. 220V AC Section Ammeter
23 30. 220V AC Section Insulation Resistance Ohmeter
31. 220V AC Section Voltmeter
24 32. Ammeter Switch
33. Lighting On/Off Switch
34. Earth Test Pushbutton
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35. Voltmeter Switch

36. Transformer Incoming Supply Circuit Breakers
37. 220V Feeder Panel Distribution Circuit Breakers
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Synchronising Panel
Generator Panel
Emergency Generator Panel Generator
440V Panel
Feeder Panel 220V Feeder Panel

2.13.3 emergency Switchboard and Generator Test of Automatic Starting Procedure without Switchboard Full Test of Automatic Starting Procedure - Generator and
Operation Power Interruption ACB via Blackout
The emergency switchboard and emergency generator are both situated in the The emergency generator must be ready to start and the ENGINE selector The emergency generator must be ready for operation and selected for
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emergency generator room which is located on the port aft side of B deck in switch must be in the EMERG. position. The EMERG GEN STANDBY lamp REMOTE operation.
the funnel superstructure. should be illuminated.
a) Turn the COS-T selector switch to the TEST (BLACKOUT)
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The emergency switchboard consists of three sections, a) Open the emergency generator Disconnecting Switch (DS) position and the bus tie ACB will trip. The emergency generator
• The emergency generator panel located inside the emergency generator panel. will start and the emergency generator ACB will close
automatically.
• A 440V feeder panel b) Turn the COS-T selector switch (located inside the emergency
• A 220V feeder panel generator panel and marked EM’CY GEN TEST) to the TEST b) Check the voltage and frequency of the emergency generator.
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position. The emergency generator will start and the emergency
The emergency generator panel contains the switchboard control circuits, the ACB will close automatically. c) Turn the COS-T selector switch to the NORMAL position.
generator disconnector switch, the generator ACB and the main switchboard
bus tie supply ACB. c) Check the emergency generator voltage and frequency. d) Turn the emergency generator ACB CONTROL switch to the
OPEN position. The BUS TIE ACB at the emergency switchboard
d
The 440V and 220V feeder panels contain distribution circuit breakers and d) Turn the COS-T selector switch to the NORMAL position. will close automatically and the emergency generator will stop
earth monitoring equipoment. automatically.
e) Turn the emergency generator ACB CONTROL switch (pull
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The emergency 220V section is fed from the emergency 440V switchboard and turn) to the OPEN position and the ACB will open.
To Re-establish Normal Supply to the Emergency Switchboard
feeder section via one of two 30kVA transformers located forward in the
emergency generator room. These transformers are interlocked so that only one f) The emergency generator will now stop automatically. after a Blackout
is connected at any time.
g) When the emergency generator has completely stopped, turn the The emergency generator must be ready for operation and selected for
REMOTE operation.
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The emergency generator is normally left in a ‘ready-to-start’ condition to BUS TIE ACB CONTROL switch to the CLOSED position.
enable the generator to supply the essential consumers fed from the emergency
switchboard in the event of a loss of power at the main switchboard. The a) Check that the normal main switchboard power supply is
CAUTION available. The MSB POWER AVAIL lamp should be
generator can be manually or automatically started and connected.
The generator engine control panel is also located within this room, fitted to
the engine inboard of the alternator. This panel provides starting and stopping tr
The BUS TIE ACB CONTROL switch for the emergency generator
must not be operated unless the emergency generator has completely
stopped. b
illuminated.
Turn the emergency generator ACB CONTROL switch to the

on
facilities, engine alarms and monitoring. OPEN position and the ACB will open.
Test of Automatic Starting Procedure - Engine Only c) The bus tie ACB for the emergency switchboard will
The emergency generator is started from a 24V electric starter motor supplied
from the emergency batteries. In the event of a failure of these batteries, a close automatically and the emergency generator will stop
The emergency generator must be ready for operation and selected for automatically.
further hand-spring starter is provided. The battery charger and the batteries REMOTE operation.
are located in the starboard forward corner of the emergency generator room.
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An isolator switch is also fitted to the batteries. d) Check that the EMERG GEN STANDBY lamp is illuminated.
a) Turn the COS-T selector switch to the TEST position and the
emergency generator will start. After tests have been completed the emergency generator must be returned to
The emergency generator alternator is described in section 2.13.7.
the state where it is ready for automatic operation as and when required.
b) Check the voltage and frequency of the emergency generator.
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c) Turn the COS-T selector switch to the NORMAL position and

the emergency generator will stop automatically.

2.13.4 ELECTRICAL DISTRIBUTION

Illustration 2.13.4a Main 440V and 220V Distribution
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Main Switchboard
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No.2 Group No.2 440V No.3 Generator No.2 Generator Synchronising No.1 Generator No.1 440V No.1 Group 220V
Starter Panel Feeder Panel Panel Panel Panel Panel Feeder Panel Starter Panel Feeder Panel
101 102 103 105 104 106 107 108 109
3,200A
Isolator
C
d
1-1 No.2 Main Cooling SW Pump 2P1 Shore Supply 1P1 Battery Charge/Discharge Panel 8-1 No.1 Main Cooling SW Pump L1 Spare
1-2 No.2 LT Cooling FW Pump 2P2 Inert Gas Generator Fuel Oil Pump 1P2 Emergency Switchboard 8-2 No.3 Main Cooling SW Pump L2 Spare
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1-3 No.3 LT Cooling FW Pump 2P3 Air Conditioning Reheater Transformer 1P3 49D Power Distribution Board 8-3 No.1 LT Cooling FW Pump L3 C10 Comms/Navigation Distribution Board
1-4 No.2 HT Cooling FW Pump 2P4 Air Conditioning Compressor 1P4 47D Power Distribution Board 8-4 No.1 HT Cooling FW Pump L4 Fire Detection System
1-5 No.2 Main LO Pump 2P5 46D Power Distribution Board 1P5 4AD Power Distribution Board 8-5 No.1 Main LO Pump L5 L1/D Exterior Lighting Distribution Board
1-6 No.2 Main Camshaft LO Pump 2P6 Spare 1P6 4BD Power Distribution Board 8-6 No.1 Main Camshaft LO Pump L6 L2/D C/D Decks Lighting Distribution Board
1-7 LO Transfer Pump 2P7 Auxiliary Boiler Control Panel 1P7 Ballast Pump Room Fan 8-7 DO Transfer Pump L7 L3/D B Deck Lighting Distribution Board
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1-8 HFO Transfer Pump 2P8 Provision Refrigeration Compressor 1P8 Cargo Hose Crane 8-8 No.3 Engine Room Vent Fan L8 Cargo Control Console
1-9 No.2 Engine Room Vent Fan 2P9 No.1 Steering Gear 1P9 Spare 8-9 No.1 Engine Room Vent Fan L9 22D 220V Power Distribution Board
1-11 Main Fire Pump 2P10 No.2 Main 440/230V Transformer 1P10 No.1 Working Air Compressor 8-10 Bilge/Ballast Fire Pump L10 23D 220V Power Distribution Board
2P11 Incinerator
2P13 Spare tr
2P12 No.2 Working Air Compressor
1P11 45D Power Distribution Board
1P12 ECR Packaged Air Conditioner Unit
1P13 No.1 Main 440/230V Transformer
L11 L4/D A Deck Lighting Distribution Board
L12 L8/D Lighting Distribution Board
L13 24D 220V Power Distribution Board
on
2P14 No.2 Auxiliary Blower 1P14 43D Power Distribution Board L14 L5/D Upp. Deck Lighting Distribution Board
2P15 44D Power Distribution Board 1P15 No.1 Auxiliary Blower L15 L6/D Lighting Distribution Board
2P16 No.2 Main Air Compressor 1P16 No.1 Main Air Compressor L16 No.1 Main Transformer
2P17 Fresh Water Generator 1P17 No.3 Main Air Compressor L17 No.2 Main Transformer
2P18 No.2 Starter - Fuel Oil Feed Unit 1P18 No.1 Starter - Fuel Oil Feed Unit L18 Engine Control Console
2P19 Fuel Oil Feed Unit - Control Panel 1P19 41D Power Distribution Board L19 Inert Gas System Local Control Panel
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2P20 42D Power Distribution Board 1P20 No.1 and No.2 Hydraulic Power Pack L20 Spare
2P21 Scrubber Pump 1P21 No.1 Inert Gas Fan L21 High High Level Alarm Panel
2P22 No.3 and No.4 Hydraulic Power Pack 1P22 Bow Thruster L22 25D 220V Power Distribution Board
2P23 No.2 Inert Gas Fan 1P23 Spare L23 Hydraulic Power Pack Control Panel
2P24 Stern Thruster 1P24 Spare L24 L/7D Lighting Distribution Board
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2P25 4CD Power Distribution Board

2P26 Water Mist Pump Starter
2P27 Main Engine Electronic Governor

Illustration 2.13.4b Emergency 440V and 220V Distribution N0.1/2 Main Transformers
90kVA, 440V/230V
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Main Switchboard
No.2 Group No.2 440V No.3 Generator No.2 Generator Synchronising No.1 Generator No.1 440V No.1 Group 220V Feeder
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101 102 103 105 104 106 107 108 109
3,200A
Isolator
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Main/Emergency
Board Interconnector Emergency Switchboard
Emergency 440V Feeder Panel 220V Feeder Panel
Generator Panel
d
o lle
EP1 Battery Charge/Discharge Panel EL1 Navigation Light Control Panel
EP2 No.1 Emergency 440/230V Transformer EL2 Signal Light Control Panel
EP3 No.2 Emergency 440/230V Transformer EL3 Gas Detection Analysis/Alarm Panel
tr EP4 No.4 Engine Room Fan (Rev)

EP5 Breathing Air Compressor
EP6 Emergency Air Compressor
EP7 Lifeboat Lift Starter
EL4 Fire Alarm
EL5 Whistle
EL6 Emergency Generator Preheater
EL7 High High Level Alarm Panel
on
EP8 4ED Power Distribution Panel EL8 hydraulic Power Pack
EP9 No.2 Steering Gear EL9 Unit Power Supply
EP10 Emergency Fire Pump EL10 Spare
EP11 Water Mist Fire Pump EL11 Gyrocompass No.2
EL12 Power Distribution EL12 Radio Equipment
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EP13 Relay Box for Air Horn EL13 X Band Radar

EP14 Rescue Boat Davit EL14 Spare
EP15 Water Mist FW Supply Pump EL15 Engine Control Console
EL16 Emergency Generator Battery Charger
EL17 Wheelhouse Control Panel
EL18 L/E1D Emergency Lighting Dist. Bd (Wheelhouse)
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EL19 L/E2D Emergency Lighting Dist. Bd (Accomm.)

EL20 L/E3D Emergency Lighting Dist. Bd (Engine Rm)
EL21 L/E4D Emergency Lighting Dist. Bd
EL22 L/E8D Emergency Lighting Dist. Bd (Bosun’s Store)
EL23 Voyage Data Recorder
EL24 Spare

Illustration 2.13.5a Shore Power N0.1/2 Main Transformers

90kVA, 440V/230V
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Main Switchboard
No.2 Group No.2 440V No.3 Generator No.2 Generator Synchronising No.1 Generator No.1 440V No.1 Group 220V Feeder
op
101 102 103 105 104 106 107 108 109
3,200A
Isolator
C
d
440V Equipment 440V 440V 440V Equipment 220V Consumers
Pumps/Motors Consumers G G G Consumers Pumps/Motors
Stern Bow
Thruster M Thruster M
865kW No.3 Diesel No.2 Diesel No.1 Diesel 865kW
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Generator Generator Generator
1,137kVA 1,137kVA 1,137kVA
910kW 910kW 910kW
SHORE SUPPLY SHORE SUPPLY ‘ON’ Main/Emergency

SHORE CONNECTION BOX AVAILABLE
o
Board Interconnector
AC440V 3PH 3W 60Hz
R S T
V
A B
PHASE
SEQUENCE
C
INCORRECT CORRECT
Phase Sequence
PHASE SEQUENCE TEST
Voltmeter tr N0.1/2 Emergency Transformers

30kVA, 440V/230V
on
Indicator 2P1 Emergency Switchboard
S-T kW/Hour Meter SHORE SUPPLY
R-S T-R SHORE CONNECTION Emergency 440V 220V
Generator Panel Feeder Panel Feeder Panel
ON
I A 400 o
OFF
200
0
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Ammeter Shore Circuit

Shore Circuit AMMETER Breaker 400A Disconnecting
OFF Switch
Breaker 400A
(Inside Panel) R T
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Shore Connection Box Main Switchboard

440V 220V Consumers
Located - Emergency Generator Room Shore Supply Section G Consumers
B Deck Port Aft No.2 440V Feeder Panel
Emergency
Generator
156kVA

2.13.5 Shore Power e) Check the shore supply phase sequence.
Shore power supply: 440V AC, 3 phase, 60Hz f) Check the shore supply frequency.
Maximum current: 400A
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g) Isolate all non-essential services, reducing the load at the main
switchboard to a minimum. Ensure only one diesel generator is
A shore connection box is provided in the emergency generator room on B
connected.
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deck port aft to accept power cables during refit.
h) Turn the main switchboard SYNCHRO & POWER CONTROL
The shore connection box connects, via a breaker, to the main switchboard,
switch to the MANUAL position. This will prevent the standby
No.2 AC 440V feeder panel. The emergency switchboard can then be supplied
generator starting on blackout and the sequential restart sequence
as normal through the bus tie breaker on the panel.
from starting when power returns.
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A phase sequence indicator unit is provided on the shore power panel. The
i) Close the MCB for shore power at the connection box.
sequence should be checked before connecting shore power to the main
switchboard. If the sequence is found to be incorrect, the shore supply must
j) At the main switchboard, ensure that the SHORE SUPPLY
be isolated and two phases changed over. The rotation should then be reinstated
AVAILABLE lamp is illuminated, if so, open the generator
and the phase sequence checked again.
d
ACB.
A voltmeter is also fitted on the shore power panel to check the voltage of the
k) Close the shore power MCB on No.2 440V feeder panel on the
supply before connection.
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main switchboard. This breaker is interlocked and cannot be
closed if the feeder panel is live. Conversely, if the shore power
There are three blanked cable glands fitted in the aft bulkhead of the emergency
is supplying the feeder panel, no generator ACB can be closed.
generator room on the port side of the door to accept the incoming cables.
l) Close the emergency switchboard bus tie breaker on the main
A kWh meter, ammeter and shore supply circuit breaker indicator lamps are
switchboard.
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fitted on the main switchboard No.2 440V feeder panel.
m) Return the emergency switchboard to normal. If the generator
The shore power breaker is rated for 440V AC, 3ph, 60 Hz, 400A.
is running, open the emergency generator ACB. Close the bus
Interlocking is provided to prevent the shore supply being paralleled with any
other supply.
tr
n)
tie-breaker on the emergency switchboard.
Proceed to supply essential services such as fire detection,

on
lighting etc.
Procedure for the Operation of Shore Power Reception
o) If no maintenance is scheduled for the emergency generator, it
a) If required, the emergency generator can be run up and connected may be shut down and left on automatic standby.
to the emergency switchboard. This will provide essential
services and emergency lighting during the changeover. If not
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required, set the emergency generator to LOCAL operation to

ensure it does not start on blackout.
b) Supervise the connection of the shore cables at the shore supply

panel.
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c) When it is intended to receive power from the shore, confirm the

power available light is on.
d) Check the shore supply voltage.

Illustration 2.13.6a Main Alternator
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4
2
22
C
11
Alternator Key
8 1. Frame
2. External Equipment Housing
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3. Earthing Terminal
4. Housing Cover
6 5. Shaft: Prime Mover
23
15 6. Fan
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7. DE End Shield
16 8. Air Guide
7
9. NDE End Shield
9 10. Stator Core
11. Stator Winding
12. Rotor Core
13. Damper Winding
21
14. Rotor Winding
o
15. Exciter Stator Core
16. Exciter Stator Winding
17. Exciter Rotor Core
18. Exciter Rotor Winding
Varistor
tr 24 24
19. Rotating Rectifier
20. Rectifier Lead to Rotor Winding
21. NDE Sleeve Bearing
22. Air/Water Cooler
23. Automatic Voltage Regulator/
on
Connection Arrangement
5 24. Emergency Cooling Louvres
Connection
To Rotor
Windings 17
1 14 13 3 10 12 20 19
Diodes 18
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Connecting
/Securing Bars
Rotating Rectifier Assembly

Hyundai HFJ6 Alternator
Simplified Sectional View
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2.13.6 Main Alternators A 220V space heater is fitted, which is energised when the generator circuit The ACB is of the withdrawable type; it may be partially removed to the TEST
breaker is open. This protects against internal condensation during shutdown position for testing or completely withdrawn to the ISOLATED position for
Maker: Hyundai Heavy Industries periods. maintenance purposes. In the TEST position, the auxiliary control contacts
Type: HFJ6 566-14K are connected but the main contacts are isolated so the ACB can be operated
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The alternator windings are fitted with six embedded PT100 temperature without any electrical problems. In the ISOLATED position, the auxiliary
Voltage: 450V AC, 3 phase, 60Hz,
sensors that monitor the stator temperature in each phase. Three sensors are in control contacts and the main contacts are isolated. The ACB maybe locked in
Capacity/rating: 910kW, 1459.4A, 1137.5kVA, 0.8pf, 10 pole use with three spares. the OPEN position and the locking key withdrawn for safety.
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Speed: 720 rpm
IP rating: IP44 A further temperature sensor is located in the cooling air flow. The ACBs are normally operated remotely and automatically via the operating
Heating: 220V, 315W controls on the main switchboard synchronising panel. The ACBs can also
The alternator has only one bearing. This is a single sleeve self-lubricated be operated locally at the actual ACB using the front panel buttons in an
Excitation: 98V DC, 7.5A
bearing fitted at the non-drive end. This bearing also has a temperature sensor emergency.
fitted.
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General Description The electrical power system, fed by the generators, is designed with
discrimination on the distribution system so that the alternator breaker is the
Alarm/Trip Settings
Three main alternators are provided. Each alternator is rated at 1,137.5kVA at last to open if any abnormalities occur.
Winding Temperature: Alarm: 140ºC Trip: 145ºC
450V AC, 3ph, 60 Hz. They are of the totally enclosed, self-excited, brushless
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type. Cooling Air Temperature: Alarm: 95ºC Trip: 100ºC
The on-load voltage is kept constant by the Automatic Voltage Regulator Automatic Voltage Regulator
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(AVR) which controls the excitation current to the exciter. Output power from
the stator is fed into a current/voltage compound transformer and the output Maker: Hyundai
of this is fed through the exciter stator windings. The magnetic field in the Model: 6GA2491
exciter stator induces AC in the excited rotor, which is rectified by the rotating
three phase bridge connected rectifier set and passed to the DC main rotor The AVR is mounted on the machine, inside the generator cover. It is accessible
o
windings. via a removable cover located on the right hand side looking toward the non-
drive end.
The alternator’s protection relays for reverse power, undervoltage, overvoltage,
etc, are also located inside the generator panel.
Initial voltage build-up is by residual magnetism in the rotor. Constant voltage

control is achieved by the automatic voltage regulator, which shunts a variable tr
The AVR has a remote voltage trimmer located inside the generator panel at
the main switchboard. This can be used to adjust the output voltage of the
alternator.
on
current through the exciter windings, via a thyristor, to keep the AC stator
output voltage constant. Alternator Circuit Breakers
Maker: Tearsaki
The alternator is cooled by passing air over an integral fresh water cooler using Model: Tempower AT20
a shaft mounted fan at the drive end. The cooling spaces are fitted with internal
Type: Air circuit breaker
baffles to prevent water reaching the stator windings in the event of cooler
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leakage. Additionally, each air cooler is fitted with a float level unit which Overcurrent unit: AOR-1BS-AS
monitors for water leakage from the air cooler.
The diesel driven alternators supply the main switchboard via 3 phase
If necessary, the alternator can be run with the air cooler out of service and withdrawable Air Circuit Breakers (ACBs) mounted in the lower section of
isolated, although it will be necessary to open the emergency side air vents the main switchboard generator cubicles. The ACB has closing springs that are
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and remove the baffle plates as directed by the manufacturers instructions. normally charged by an internal electric motor. In the case of motor failure, the
Although the alternator’s power rating under this emergency cooling is not springs can be manually charged by a charging handle inserted into the front
affected, ensure that the ventilation in the generator space(s) is maintained at face of the ACB. The ACB is fitted with an undervoltage trip (UVT) device.
maximum efficiency. Controlled tripping is carried out from the overcurrent protective device. The
trip levels may be adjusted at this unit.

2.13.7 Emergency Alternator Automatic Voltage Regulator

Maker: Newage
Maker: Newage International Stamford
Model: MX-341
Type: UC.M 274F2
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Voltage: 450V AC, 3 phase, 60Hz, The alternator’s automatic voltage regulator is fitted within the alternator
Capacity/rating: 125kW, 200A, 156kVA, 0.8pf, 4 pole terminal cover. There is a potentiometer inside the lower emergency switchboard
op
Speed: 1,800 rpm generator cubicle ‘A’ to enable the voltage to be manually adjusted.
IP rating: IP23
The AVR utilises a permanent magnet generator (PMG) to provide a power
Excitation: 36V DC, 1.8A
source and reference signal for the AVR. The AVR then regulates the input to
Heating: 220V, 130W the exciter stator to provide voltage regulation of the alternator output.
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General Description Emergency Alternator Circuit Breaker
Maker: Terasaki
A self-contained emergency alternator, rated at 125kW, is fitted in the Model: AME-3B
emergency switchboard room for use in an emergency. The alternator is the
d
Overcurrent unit: AOS
self-excited brushless type and can be set for manual or automatic operation.
Automatic will be normally selected, with the manual setting being used for Type: Air circuit breaker
testing the generator.
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The emergency alternator supplies the main switchboard via a 3 phase Moulded
The emergency switchboard is normally supplied from the main switchboard. Case Circuit Breaker (MCCB). The MCCB is fitted with an XMD9 motor
When automatic operation is selected, the emergency generator is started driven closing device. In this unit fails, the breaker may be operated manually.
automatically by detecting zero-voltage on the emergency switchboard busbar. Controlled tripping is carried out from the overcurrent protective device. The
The emergency alternator air circuit breaker will connect automatically to the trip levels may be adjusted at this unit.
o
emergency switchboard after confirming the continuation of no-voltage.
The MCCB is not withdrawable. It is normally operated remotely via the
The emergency generator is designed to restore power to the emergency emergency switchboard BREAKER CONTROL switches or automatically
switchboard within 45 seconds. The bus tie breaker on the emergency
switchboard, which feeds from the main switchboard, is opened automatically
when zero-voltage is detected on the main switchboard.
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from the emergency switchboard control system.
The feeder line from the alternator MCCB to the emergency switchboard
bus is fitted with a manually operated disconnector switch. This switch is
on
The alternator is fitted with a 220V space heater to prevent condensation located and accessed from the rear of the emergency switchboard and can be
when the alternator is stationary or idling. The heater is interlocked with the opened to test the generator starting and MCCB connection facilities. These
operation of the air circuit breaker. tests are described in section 2.13.3, Emergency Switchboard and Generator
Operation.
The alternator is capable of starting the plant from dead ship condition.
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CAUTION
The alternator consists of a conventional rotor and stator mounted in the It is essential that the emergency generator has stopped before closing
same frame as the exciter stator and rotor. The shaft also drives an externally the disconnector switch.
mounted permanent magnet generator (PMG). The PMG is mounted at the
non-drive end of the alternator. The exciter consists of an exciter stator frame The generator has sufficient capacity to enable the starting of the required
and a rotating armature at the non-drive end of the alternator rotor. The exciter machinery to power up the vessel from a dead condition.
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rotor feeds the rotating rectifier assembly which feeds the DC excitation
current to the alternator rotor.
The alternator is fitted with a low-maintenance ball bearing at the non-drive

end.

2.13.8 Preferential Tripping, Sequential Restart Sequential Restart Restart at 0 Seconds
When normal power is restored after a blackout, all essential service machinery No.1 and 2 steering gear motors
Preferential Tripping that was in service before the blackout will be started automatically when the No.1 and 2 main transformers
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main switchboard has regained power. Motors that were selected for duty
The power management system is designed to match the generator capacity to FO supply unit
before the blackout will be automatically returned to duty when power is
the power requirements of the vessel. However, should overcurrent occur for
restored. Similarly, motors selected for standby will automatically return to No.1 and 2 emergency transformers
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any of the main generators, non-essential services will be tripped. Preferential
standby. If the machinery designated for duty does not restore normal system
tripping will be initiated when one or more generators are supplying the main Main engine camshaft LO pumps
conditions, such as pressure, within a preset time, the standby motor will cut in
switchboard and an overcurrent is detected. Load shedding is carried out in Exhaust gas boiler feed pumps
automatically. If power is only restored to the emergency switchboard, motors
two stages.
whose supply is from the emergency switchboard will start irrespective of any Domestic water hydrophore pumps
previous selection.
Stage 1 (Identified by GREEN tabs at the main switchboard) Working air compressors
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The following non-essential consumers will be shed after 10 seconds: Emergency air compressor
Automatic Standby Start
• Workshop equipment (48D)
Provided that they are selected for AUTO CHANGE the following motors will Restart at 15 Seconds
• No.1 and 2 working air compressors start automatically on loss of discharging pressure of the pumps and/or loss of
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• Cargo hose crane voltage of the operating motors. A standby starting alarm will be given from Main engine LO pumps
the alarm and monitoring system.
• 4BD power distribution panel
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• Main cooling SW pump Restart at 25 Seconds
• 4AD power distribution panel
• Main engine jacket cooling pump Main engine No.1 auxiliary blower
• 47D power distribution panel
• Low temperature cooling FW pump
• Main LO pump Restart at 35 Seconds
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• Main engine camshaft LO pump Starting air compressors
• Main engine FO circulating pump
Stage 2 (Identified by YELLOW tabs at the main switchboard)
The following non-essential consumers will be shed after 15 seconds:
• Air conditioning compressors
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•
•
•
Main engine FO supply pump
Auxiliary boiler feed water pump
Auxiliary boiler FO pump
Restart at 45 Seconds
Main SW cooling pumps

on
LT cooling water pumps
• Reheater transformer for air conditioning • Exhaust gas boiler feed water pump
• Accommodation air conditioning fans Restart at 55 Seconds
• Engine control room air conditioning unit Automatic Sequential Restarting
HT cooling water pumps
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When normal conditions are restored, the above breakers will have to be The following motors will start automatically after a blackout: Main engine No.2 auxiliary blower
manually reset. • Steering gear
• All auxiliaries associated with the propulsion system
• Auxiliary blower
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• Starting air compressors

• Engine room fans
• Navigation and communication equipment
• Control and instrumentation equipment

Illustration 2.13.9a Battery Charge/Discharge Panel

Battery Charging and Discharge Board
List of Feeds
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CHP-1 Water Mist Pump Starter
DC 24V Bus Bar

CHP-2 Electrical Test Panel
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CHP-3 Wheelhouse Control Console
BATTERY CHARGING & CHP-4 Cargo Control Console

DISCHARGING PANEL
Main
Transformer/Rectifier Changeover CHP-5 CO2 Release Junction Box
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A V 440V 3 Phase 60Hz M1 Switch CS
Supply From Di (x5)
Main Switchboard CHP-6 Engine Control Console
No.1 440V Feeder Panel 24V DC Distribution Panel
Battery Charger No.1
CHP-7 UPS Unit
MSB AC SOURCE EARTH LAMP ESB AC SOURCE
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AVAILABLE (P) (N) AVAILABLE
63A
Emergency
CHP-8 Emergency Switchboard
Transformer/Rectifier
440V 3 Phase 60Hz M2
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Supply From
CHP-9 Main Switchboard
Emergency Switchboard
AMMETER VOLTMETER
440V Feeder Panel
OFF CHARGER No.2 CHP-10 Bow Thruster
BATTERY LOAD LAMP TEST CHARGER
No.1
LOAD Battery Charger No.2 Central Control Unit
CHP-11 Stern Thruster

Central Control Unit
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CHARGE SWITCH 24V Battery
CHARGER No.1 & 2 Battery Charging and Discharge Board 300Ah CHP-12 Telephone/PA Power Unit
CHARGER CHARGER
No.1 No.2 Simplified Schematic Diagram (Battery Room)
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DC 24V Bus Bar

CHP-14 High High Level Alarm Panel
on
CHP-15 Inert Gas System Local
M1
Control Panel
MAIN SWITCHBOARD
CHP-16 Inert Gas System Cargo
Conrol Room Panel
M2
EMERGENCY CHP-17 No.1 Generator Engine
SWITCHBOARD
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CHP-18 No.2 Generator Engine
Battery Charge/Discharge Board CHP-19 No.3 Generator Engine

Control Panel
CHP-20 High High Level Alarm Panel

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CHP-21 Spare
CHP-22 Spare

2.13.9 UPS and BatterY Systems The board should be regularly inspected for earths on the outgoing circuits by etc. This board is normally fed from the emergency switchboard 220V feeder
operation of the earth lamps. When an earth is present on an outgoing circuit, panel but will change over automatically to a battery supply if the emergency
The ship’s emergency power requirements are supplied by the emergency one of the lamps will glow brighter than the other. Careful isolation of the supply fails. This board is split and has two BC-6158 battery chargers charging
switchboard network, see illustration 2.13.4c for a list of consumers. outgoing circuits will locate the faulty circuit with the lamps returning to their two back-up battery sets each consisting of six 24V 80Ah sealed batteries
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normal equal brilliance once the faulty circuit is isolated. located in the battery room on the port side of D deck.
Essential items of safety, navigation and communication equipment are
supplied from battery backed power supply systems such as UPS units and
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Operation Emergency Generator Battery Charger
battery charge and discharge boards. These units are designed to provide
a continuous supply to the consumers. In the event of mains or emergency The battery charger board is a fully automatic charging device which serves
for the automatic charging of the storage battery. The chargers should changed Maker: Unitechnic
supply failure, the batteries take over the supply to the consumers. When the
main supplies are reinstated, the batteries will receive a boost charge. This over once per month. Type: UTT 1774
charge will automatically be reduced to a floating (trickle) charge when the Voltage (supply): 220V AC, 60Hz
batteries regain their full charge.
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Floating Charge Output : 24V DC, 10A
While the storage battery is fully charged, it is normally subjected to a floating Batteries
WARNING
charge. In this condition, the charger supplies the 24V system with power.
The company’s safety procedures must be strictly adhered to when During periods of high demand and failure of the power source the battery Maker: Optima
carrying out any maintenance on batteries. will take over. Type: Lead-acid sealed
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Capacity: 24V, 112Ah
The following battery and charger systems are fitted on board: A constant voltage is applied to the battery and the charging current will vary Model: N 7312
according to charged state of the battery, thus always maintaining the battery
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Total no. of cells: 6 x 12V cells
24V Charge/Discharge Board in the fully charged state. In this arrangement, a constant voltage is normally
applied to the battery by the automatic voltage regulator (AVR) regardless of
load variation, power variation, ambient temperature change, etc. The charger is fitted in the emergency generator room and is fed from the
Maker: Terasaki emergency switchboard 220V section, circuit EL16. The charger is fitted with
Voltage (supply): 440V AC, 60Hz If the battery has been subjected to a period of duty due to power failure, on an ammeter and voltmeter to monitor the charging supply. The batteries are
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Output : 24V DC, 60A restoration of the power supply, the battery charger is automatically transferred located in the emergency generator room, underneath the charger. A battery
to equalising charge and rapidly charges the battery. As soon as the battery isolator switch is fitted on the port side of the charger to enable the batteries to
Batteries be isolated if required.
becomes fully charged, it reverts to floating charge.
Maker:
Type:
Capacity:
Sea-Gull
Lead-acid sealed
24V, 300Ah tr
Radio Battery Charger Board Engine Control Room 24V DC Supply Panel
on
Model: SMF95D31L Maker: Furuno Maker: Eegholm
Total no. of cells: 8 x 12V cells Type: S 5300-A (BC-6158 x2) Voltage (supply): 220V AC/24V DC
Voltage (supply): 220V AC, 60Hz Output : 24V DC
The 24V charge and discharge board is located in the converter room on D Output : 24V DC, 34A (x2)
Deck, aft of the bridge. This unit supplies essential communication equipment This panel is fitted in the port aft corner of the ECR and is used to provide a
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and the bridge, cargo and ECR control consoles. Batteries stable power supply for essential equipment such as the main engine EGS2000
Maker: Sea-Gull governor, DMS2100 system, UMS alarm panels, control consoles, etc.
The unit is fitted with two chargers, one supplied from the main switchboard
and one supplied from the emergency switchboard. In the case of a failure, the Type: Lead-acid sealed The panel is supplied with 220V AC from the emergency switchboard and
appropriate charger can be utilised by the selection switch on the front panel. Capacity: 24V, 225Ah 24V DC from the battery charge/discharge board. In the event of either supply
Model: SMF95D31L failing, the panel will automatically change over to the remaining supply.
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The board is backed up by a 300Ah back-up battery that consists of eight 80Ah Total no. of cells: 6 x 12V cells (2 sets)
24V sealed batteries located in the battery room on the port side of D deck. A further earth monitoring power supply box monitors the control power
supplies to the three generator control systems and the main engine DPS and
The charger is fitted with a battery voltage monitoring facility which will raise Further essential communication and navigation equipment is fed from the DMS systems.
an alarm if the battery voltage falls below a preset level. The unit is also fitted radio switch box distribution board located in the converter room. This board
with a charger failure alarm. supplies items of equipment such as the GMDSS equipment, GPS receivers,

Illustration 2.13.10a Cathodic Protection System
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Residual No.2 C.O.T.
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F.W.T (P. & S.)
Upper Tank (Port & Starboard)
Platform F.P.T.
No.5 C.O.T. No.4 C.O.T. No.3 C.O.T. No.1 C.O.T. (W.B.)
Aft Peak Cargo Hydraulic
Lower Engine Room Pump Room (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard)
Tank Flat Of Side
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Platform
No.2 W.B.T. No.1 W.B.T.
No.6 W.B.T. No.5 W.B.T. No.4 W.B.T. No.3 W.B.T.
Floor (Port & Starboard)
(Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard) (Port & Starboard)
Tank Top
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Anode Reference Controller Anode Reference
Port and Starboard Electrode Power Unit Port and Starboard Electrode
tr
on
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2.13.10 Cathodic Protection system Operation Propeller and Rudder Stock Earthing
Protection is achieved by passing low voltage DC current between the hull To avoid electrolytic corrosion of the propeller shaft and bearings, earthing
Introduction metal and the attached anodes, insulated from the hull, but in contact with brushes are fitted and bonded to the ship’s structure. A slip ring is clamped to
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the sea water. The electrical potential of the hull is maintained in a negative the shaft and is earthed to the hull via two brushes. A third brush, insulated
Maker: Jotun
state compared with the anodes, i.e. cathodic, and in this condition corrosion from earth, monitors the shaft mV potential and this signal is fed to a millivolt
Power supply: AC 440V, 60Hz, 3ph is minimised. Careful control is necessary over the flow of impressed current, meter located immediately forward of the stern tube in the engine room.
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which will vary with the ship’s speed, salinity and temperature of the sea
The vessel is provided with an impressed current cathodic protection system. water, and the condition of the hull paint work. If the potential of the hull is To ensure efficient bonding, the slip ring should be cleaned on a regular
This method of corrosion protection automatically controls electrochemical made too negative with respect to the anodes, then damage to the paint film basis.
corrosion of the ship’s hull structure below the water line. Cathodic protection can occur electrolytically or through the evolution of hydrogen gas between
can be compared to a simple battery cell, consisting of two plates in an hull steel and paint. The system on this vessel controls the impressed electrical The rudder stock is also earthed via a 70mm2 flexible earth cable connected
current automatically to ensure optimum protection. Current is fed through between the hull and the rudder stock to minimise any electrolytic potential
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electrolyte. One of the battery plates in the electrolyte will waste away through
the action of the flow of electrical current, if the two battery electrodes are titanium electrodes (anodes) located forward and aft on the hull. The titanium across bearings and bushes.
connected electrically. The metal to be protected, in this case, the ship’s hull, does not waste away easily when acting as an anode and the anode surfaces
acts as the battery anode, the bronze propeller the cathode and the sea water are streamlined into the hull. Fixed zinc reference electrodes forward and aft
are used to compare the potential of the hull to that normally found between Sacrificial Anodes
the electrolyte. If additional anodes are fitted and an external flow of current
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is impressed to reverse the normal flow in the battery, then the hull now acts unprotected steel and zinc electrodes. Sufficient current is impressed via the
anodes to reduce this to a level of between 150 and 250mV. Sacrificial zinc anodes are provided in the water ballast tanks. Aluminium
as a cathode and ceases to waste away. In essence, this is how an impressed anodes are fitted to the sea chests and rudder.
current cathodic protection system functions. When a vessel is fitted with
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ICCP (Impressed Current Cathodic Protection) the hull steel is maintained at Electrical Installation
an electrical potential which is negative compared with the attached anodes. Preparations for the Operation of the ICCP System
The current which is impressed must be equal and opposite to that which is The system consists of a Controller Power Unit, reference electrodes and
generated by the corrosion cell set up by the hull, propeller and sea water. anodes; the anodes are installed on the hull, one forward and one aft. The a) Supply power to the control unit.
control unit is fitted on the starboard side of the cargo hydraulic power pack
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For this reason, terminals normally comply with the ISGOTT Recommendation room on the engine room lower platform level. b) Switch to manual mode.
20.6, Earthing, Bonding and Cathodic Protection, which states, referring
to IMO recommendations for the safe transport, handling and storage of System status readings are available on the control unit’s display and these c) Check the voltage of each reference electrode.
dangerous substances in port areas, that ship shore bonding cables should
be discouraged. High currents that can occur in earthing cables and metallic
connections are avoided. These are due to potential differences between ship
and terminal structure particularly due to the residual potential difference tr
should be inspected and logged each day.
This control unit is also equipped with a common alarm output to the central
d)
e)
Switch to automatic mode.
Set the control to the required level.

on
alarm system to provide warning of any system abnormalities.
that can exist for up to 24 hours after the shipboard ICCP has been switched
off. These terminals usually utilise insulating flanges on hose connections to The control and power unit is connected to four hull mounted anodes, two
electrically isolate ship and terminal structure. Routine Checks
located forward port and starboard, and two located aft port and starboard.
During preparations for berthing at terminals where such insulation is not There are two hull mounted reference cells. • Record the total current on a daily basis.
employed, or where earth connections are mandatory by local regulation, or
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when bunker barges come alongside, the ICCP should be switched off at least Manual operation will only be required on the failure of the reference
24 hours in advance. electrodes.
• Check the reference electrode voltage on a daily basis.
Fresh Water Operation
• Check and clean the shaft slip ring and brushes every month.
When the vessel enters a river estuary, the fresh or brackish water may limit
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• Inspect the rudder stock earth strap every month.

the spread of current from the anodes due to the higher resistivity of the water.
Normally this would cause the voltage output to increase to compensate for it, • Inspect and clean control unit cooling fans and grilles every
accompanied by very low current levels and the reference electrode potentials three months.
may indicate under protection. However, in this system this is taken care of
by the computer and the system will automatically return the hull to optimum
protective level on returning to sea water.

Illustration 2.13.11a Thruster
Thruster and Hydraulic Pump Starter Panel on BMCC Bridge Wing Panel
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Main Bridge Control Panel BOW UNIT STERN UNIT BOW UNIT
FAN HYD HYD

RUN RUN RUN
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BOW UNIT
HYDR HYDR HYDR HYDR
STOP START STOP START
LAMP
TEST
READY DRIVE READY DRIVE

FOR MOTOR FOR MOTOR
START RUN START RUN
IN OVER IN
LAMP SERVICE LOAD COMMAND
TEST
DRIVE DRIVE DRIVE DRIVE
MOTOR MOTOR MOTOR MOTOR
STOP START STOP START EM'CY
STOP
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ROLLS ROLLS
IN IN
ROLLS ROYCE ROLLS ROYCE STERN UNIT COMMAND
OVER ROYCE ROYCE
REQUEST/
SERVICE LOAD COMMAND TEST
EM'CY START
STOP REQUEST
STERN UNIT COMMAND

REQUEST/
TEST
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IN OVER IN
SERVICE LOAD COMMAND
Mooring Deck
EM'CY
Emergency Stops STOP
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ROLLS
ROYCE
ROLLS ROYCE
IN OVER IN
EM'CY START
STOP REQUEST
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ROLLS
ROYCE
ROLLS ROYCE
440V 865kW
Electric Drive
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Motor
on
Pitch Feedback Signal Unit
Thruster and Hydraulic Pump Starter Panel in ECR

on Group Starter Panels on Main Switchboard
BOW UNIT STERN UNIT
Starboard
Hydraulic
Port
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LAMP
TEST
HYDR.
RUN
LAMP
TEST
HYDR.
RUN Control
Signals
HYDR HYDR HYDR HYDR
STOP START STOP START Central Alarm System
Motor Starter Hydraulic

Central Unit Voyage Data Recorder Power Pack
(Bow Thruster Room/ (Converter Room)
FOR
START
MOTOR
RUN
FOR
START
MOTOR
RUN
Engine Room Lower) Control
Valve
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Valve Control Signals
ROLLS ROLLS Thruster Unit

ROYCE
ROLLS ROYCE ROYCE
ROLLS ROYCE
Thrusters - Simplified Connection Arrangement

2.13.11 THRUSTER The propeller unit comprises a propeller tunnel in which a single stay gear • Control of pitch with proportional thrust command
housing is bolted. A four bladed propeller and shaft assembly are mounted
• Indication of pitch
Maker: Rolls-Royce AB in bearings in the gear housing. The main part of the tunnel thruster is the
Type: TT1650 I CE propeller hub with blades, and the propeller shaft. The shaft is supported by • Start/stop of drive motor and hydraulic pump motor (BMCC
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one spherical roller bearing and two axial roller bearings. The shaft seal of and ECR only)
No. of units: 2, one bow and one stern
rubber sleeves prevents water from penetrating and oil leakage. • Overload indication
Drive power: 865kW
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Drive motor speed: 1,787 rpm • Emergency stop
Operation Principle
Propeller speed: 375 rpm • Lamp test
Propeller disc diameter: 1,650mm In the propeller hub there is a servomotor which turns the propeller blades. The
No. of blades: 4 per unit servomotor consists of an integrated piston and an axially moving piston rod. Operation Procedures
The movement is obtained by leading pressure oil to one side or the other of
Before Starting the Tunnel Thruster
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the piston.
Overview a) Call the ECR and ensure that sufficient power is available at the
The piston rod has a crosshead with four transverse slots for sliding shoes, one main switchboard to allow the starting of one or two thrusters.
The vessel is equipped with a bow and stern thruster, each thruster system for each of the blades. The eccentric crank pin fits into the hole of the sliding
consists of four main parts: shoe. The crank pin ring is supported in a bearing lining, which is integrated b) The bow thrust unit has a ventilation fan which supplies the bow
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• A tunnel with propeller unit, a driving motor, a hydraulic system with the hub body. When the piston rod moves, the crank pin ring rotates with thruster compartment. Ensure that the ventilation mushroom
and an electric control system. the circular movement transmitted via the piston rod slot and sliding shoe and type ventilation cover is in the raised/open position, (check
crank pin. The propeller blade, which is fixed on the crank pin ring by screws, indicator spindle on the side of the casing) and the damper
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• The propeller unit is driven by an electric motor at a constant will then turn. directly below the fan unit is open. Ensure the fan is set to
speed in single direction of rotation. The propeller is provided
AUTO on the local starter control panel in the bosun’s store.
with hydraulically adjustable propeller blades, which makes it Each blade is provided with a sealing ring to prevent water entrance to the hub
possible to vary the magnitude and direction of thrust. or oil leakage. c) From the BMCC start the electrically driven hydraulic pump.
• The tunnel thruster facilitates the manoeuvring of the vessel The ventilation fan for the bow thrust unit will start automatically
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to a great extent when speeds are low or zero. The ship’s stern Remote Control System at this time.
thruster is also a useful complement to the ship’s rudder at
speeds up to 5 knots. The thruster and the rudder together give The control system is a microprocessor based remote control system used to d) Check that no alarm exists.
•
an increased steering effect.
At speeds greater than 5 knots there is a risk of drawing air into
the thruster, particularly when operating at shallow draught, tr
control the pitch setting of the tunnel thruster. As the pitch is changed, either to
port or starboard, the propeller will continue to rotate in one direction.
The manoeuvring is performed from a control station equipped with a control

e) The pitch will automatically go to zero.
on
and that will degrade the performance and can cause cavitation lever. When ordering thrust with the control lever, the system applies the Starting the Drive Motor
damage. The drawing in of air can be detected by hunting of the correct pitch setting according to a curve in the computer, for the thrust to be a) Press the START REQUEST pushbutton, the control system
main motor ammeter and should be avoided. proportional to the lever position. When manoeuvring, the load of the drive will now interrogate the PMS system to ensure that there is
• The controllable pitch tunnel thruster runs at a constant shaft motor is controlled by the system by automatic regulation of the pitch. The sufficient power available. If there is, the READY FOR START
speed. Power and thrust are controlled by changing the pitch of maximum allowed load is determined by the ‘load limit’. lamp will be illuminated. The operator can now start the drive
the blades. The propeller always rotates in the same direction. motor by pressing the DRIVE MOTOR START pushbutton.
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As starboard and port thrust must be equal the blades are As there is more than one control station available, a responsibility system is
designed with zero initial pitch and symmetrical blade section. included, this allows only one control station at a time to be ‘In Command’. b) Check that the drive motor has started. The DRIVE MOTOR
RUN lamp indicates that drive motor is running at full speed.
On each control station the actual pitch setting of the tunnel thruster(s) will
Note: When a stationary vessel is turned with a tunnel thruster, the vessel is be continuously indicated. The driving motor can be started only when the
also given a sideways motion. The simultaneous turning and crabbing results c) The tunnel thruster is now ready for use. By default the
propeller blades are in zero pitch position, which reduces the starting torque to
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in a slow longitudinal motion of the vessel, ahead when the tunnel thruster is command is at the BMCC station.
a minimum and therefore a lower starting current.
located in the bow, astern when it is located at the stern. This should be kept
in mind when manoeuvring in narrow harbours. Control of the system is either from the bridge manoeuvring control console
(BMCC) or the bridge wings. The control panels have the following features:

Illustration 2.13.11a Thruster
Thruster and Hydraulic Pump Starter Panel on BMCC Bridge Wing Panel
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Main Bridge Control Panel BOW UNIT STERN UNIT BOW UNIT
FAN HYD HYD

RUN RUN RUN
op
BOW UNIT
HYDR HYDR HYDR HYDR
LAMP
TEST

FOR MOTOR FOR MOTOR
START RUN START RUN
IN OVER IN
LAMP SERVICE LOAD COMMAND
TEST
STOP START STOP START EM'CY
STOP
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ROLLS ROLLS
IN IN
ROLLS ROYCE ROLLS ROYCE STERN UNIT COMMAND
OVER ROYCE ROYCE
REQUEST/
SERVICE LOAD COMMAND TEST
EM'CY START
STOP REQUEST
STERN UNIT COMMAND

REQUEST/
TEST
d
IN OVER IN
Mooring Deck
EM'CY
Emergency Stops STOP
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ROLLS
ROYCE
ROLLS ROYCE
IN OVER IN
EM'CY START
STOP REQUEST
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ROLLS
ROYCE
ROLLS ROYCE
440V 865kW
Electric Drive
tr Feedback
Motor
on
Pitch Feedback Signal Unit
Thruster and Hydraulic Pump Starter Panel in ECR

on Group Starter Panels on Main Switchboard
BOW UNIT STERN UNIT
Starboard
Hydraulic
Port
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LAMP
TEST
HYDR.
RUN
LAMP
TEST
HYDR.
RUN Control
Signals
HYDR HYDR HYDR HYDR
STOP START STOP START Central Alarm System
Motor Starter Hydraulic

Central Unit Voyage Data Recorder Power Pack
(Bow Thruster Room/ (Converter Room)
FOR
START
MOTOR
RUN
FOR
START
MOTOR
RUN
Engine Room Lower) Control
Valve
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Valve Control Signals
ROLLS ROLLS Thruster Unit

ROYCE
ROLLS ROYCE ROYCE
ROLLS ROYCE
Thrusters - Simplified Connection Arrangement

Control Panel Selection The IN COMMAND lamp illuminates, indicating when the control station in
question is in control of the unit.
a) Select the control panel by pushing the COMMAND REQUEST
pushbutton at the required location. When the IN COMMAND
When control is set to the bridge, control can then be transferred between the
lamp illuminates, the control panel is in command.
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main bridge control station and the bridge wing control station(s).
b) The propeller thrust can now be manoeuvred in the desired When the COMMAND REQUEST pushbutton is pressed, the command is
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direction by means of the control lever. directly transferred. The IN COMMAND lamp illuminates to indicate which
station is in command.
c) The propeller thrust is approximately proportional to the
position of the control lever, via the pitch curve.
Load Control
Stopping the Tunnel Thruster The load control system prevents the drive motor from being overloaded. The
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system measures the drive motor current, ie, load of the drive motor. The load
a) Set the control lever in ‘0’ position. signal is compared to the Load Limit parameter (Load Limit 1 or Load Limit
2). If the drive motor current is too high, the pitch and therefore the drive motor
b) Stop the drive motor(s).
load will be reduced.
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c) Stop the electrically driven hydraulic pump(s). The bow thrust
ventilation fan will stop approximately ten minutes after the Emergency Stops
hydraulic power pack unit is stopped. Any ventilation covers The emergency stop pushbuttons activate an opening contact in the motor starter
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should not be closed until after the fan has stopped. which causes the drive motor to stop. The drive motor running information
disappears. When the drive motor is stopped, the pitch is automatically reset to
Pitch Control Operation zero. Emergency stops are located at each of the control stations, in addition
emergency stops are located inside yellow cabinets on the focsle deck at the
Control lever winch/windlass remote stands and on the poop deck at the aft end on the winch
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The control lever is a rotatable +/- 60o with click stop locations for the outputs remote control stands.
0 - 1/2 - 1. The propeller thrust is approximately proportional to the position of
the control lever, via the pitch curve. Starting Operations from the Engine Control Room
The control system controls the pitch, the lever movement is transmitted to
the central unit and fed into a function generator (FG) where the required
relationship between lever position and pitch command can be adjusted.
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Starting and stopping of the hydraulic power packs and the main drive motor
can be carried out at the control panels on the respective main switchboard
panel. Although the starting operation can be carried out at these positions,
on
there is no indication that the fan is running for the bow thruster unit, nor is
Output from the FG is the pitch command, which is fed to the regulator where there any indication that the pitch setting is in on zero before attempting to
it is compared to the actual pitch position (feedback signal). Pitch correction start the main drive motor, additionally, there is no load (amps) indication, or
signal, from load control process and external thrust reduction, is also fed to an overload indication alarm.
the regulator.
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If there is a difference between ordered and actual pitch, the hydraulic pitch
control valve is activated in order to correct the actual pitch setting until the
control error (difference) has disappeared.
Change from Main Bridge to Bridge Wing Control

U
Press the COMMAND REQUEST/TEST pushbutton for request of command

and transferring between main bridge and the bridge wing station(s). The pitch
setting should be set to zero before transferring control.

Illustration 2.14.1a Domestic Fresh Water System To Inert Gas System and Vapour
Collection System
For Exhaust and Foam System
QG14 QG10
Gas Boiler To On Tank Top
Emergency Fresh Water Accommodation
y
QG39 Forward
Generator Cooling Expansion
QG39 To
F.W. Tank Tank
From Engine Room
Upper Deck
Accommodation QG7 Hot Water System
op
To Bilge
Pump
Auxiliary Boiler QG1
Economiser Soot Water Sample Calorifier
Collecting Vessel Cooler To LS
QG16
Accommodation 0.5m3 To Bilge
TS Separator
To From QG43
Deck Services QG9 Suez Room
C
Exhaust Boiler QG1 PI
Water Softener
Water Sample Unit
Cooler QG8
Hot Water To No.1
QG11 QG52
Circ. Pump L.O. Purifier
QG32
QG16 QG16 QG16 QG16
d
To No.2
To Drinking L.O. Purifier
Water Fountain QG31
QG50
lle
To Generator
Chemical Dosing Units Chemical Dosing Units Vacuum Engine
for Exhaust Gas Boiler for Auxiliary Boiler Breaker
To Fresh Water QG12 LO Purifier
QG37
To Fresh Water PI Expansion Tank
Fresh Water
Tanks Port and Hydrophore
Starboard Unit QG48
o
To Main Engine
1.0m3
Turbocharger
Water Wash
QG30
From
QG2 To Fresh Water Spray
Fresh Water
Tank (Port)
LAL
QG3
Fire Extinguishing
System
tr Working Air
System
To Wash
To W.C
To FW Generator
on
To Bilge, Ballast QG14 Basin Chemical
QG93
QG95
and Fire Pump P P QG18 Dosage Tank To No.1
F.O. Purifier
TG4 QG25 QG29
QG38 QG26
Fresh Water Spray QG22
On Generator To No.2
From Supply Pump Fresh Water Hydrophore
Engine Platform F.O. Purifier
Fresh Water (6m3/h) Pumps (6m3/h) QG32 QG32 QG32 QG28
Generator
nc
To D.O.
Purifier
TG7 To No.1 Generator To No.3 Generator QG27
Engine Engine
QG4 Aft Peak
LAL To No.2 Generator
Tank Engine
Key
U
Fresh Water QG39

Tank (Starboard) QG6
QG94 Main Engine Fresh Water
For Chemical Cleaning
Scavenge Air Fire Tank of Main Engine Air Cooler
Stern Tube On Tank
Extinguishing System Domestic Hot Water
QG5 Cooling Top Aft
QG39
Water Tank
QG37 Air

2.14 Accommodation Systems plant is shut down or during refit. Fresh water is heated to the required value via Position Description Valve
a temperature regulator unit, eg, 60°C which is then circulated around the ship by
Open Inlet valve to calorifier
2.14.1 Domestic Fresh Water System the hot water circulating pump. By continually circulating the hot water around
the ship, water is saved by not having to run as much water off in order to get Open Outlet valve from calorifier
y
Domestic Fresh Water (Hydrophore) Pump hot water at an outlet. Both the steam and electrical supplies to the calorifier are Open Inlet to hot water circulating pump QG08
thermostatically controlled. Open Outlet from hot water circulating pump
Maker: Shinko
op
Model: VJ40M A separate fresh water pump supplies water from the service fresh water tank b) Start one FW hydrophore pump.
No. of sets: 2 to the water spray fire extinguishing system. This pump is not part of the
Capacity: 6.0m3/h x 4.5kg/cm2 domestic water system. The fresh water system supplies the following: c) Fill the hydrophore tank to about 75% capacity.
• Sanitary system
Hot Water Circulating Pump d) Stop the hydrophore pump.
• Drinking water system
C
Maker: Shinko
• Calorifier and accommodation hot water services e) Slightly open the air inlet valve to the tank until the operating
Model: HJ40M pressure is reached.
No. of sets: 1 • Main engine turbocharger cleaning
Capacity: 2.0m3/h x 2.0kg/cm2 • LO, HFO and MDO purifier operating water systems f) Close the air supply.
d
• Exhaust gas boiler washing
g) Repeat steps (b - f) until the tank is at the operating pressure,
Sterilising Unit • Fresh water cooling system tanks with the water level at about 75% full.
lle
Maker: Jowa • Chemical dosing units
Type: Silver Ion (Ag-S) h) Switch one hydrophore pump to AUTOMATIC operation.
• Bilge water separator
• Generator engine turbocharger cleaning i) Open the hydrophore tank outlet valve slowly until the system
Rehardening Filter pressurises. Check that the duty hydrophore pump starts and
• Main engine chemical cleaning tank stops in order to maintain the correct system pressure.
o
Maker: Jowa
• Main engine air cooler cleaning
j) Start the hot water circulating pump.
• Oil discharge monitoring equipment
Introduction
Fresh water for domestic use is stored in two fresh water storage tanks. Both
tanks are normally filled from the fresh water generator, but if necessary can tr
•
•
Engine room services
Auxiliary and exhaust gas boiler sample coolers
k)
l)
Vent air from the calorifier.
Start the electric heater for the calorifier.

on
• Exhaust gas boiler soot collection vessel
be filled from shore. The distilled water produced in the fresh water generator
is initially passed through a rehardening filter and then through a silver-ion m) Check that the heater maintains the correct water temperature.
steriliser before being supplied to the domestic fresh water storage tanks, see Procedure for Operation of the Domestic Fresh Water System
section 2.4.4 Evaporator and Distilled Water Transfer and Distribution. n) Supply steam to the calorifier when steam is available.
a) Set the valves as in the following table.
Water is supplied to the fresh water system by two pumps, which pressurise o) Shut down the electric heater when steam is available and in
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the hydrophore tank. One of the pumps will be on duty with the other pump use.
available should the duty pump fail. The duty pump is selected for automatic
Open FW tank outlet valve (open for duty tank) QG3 or QG4 p) The water spray extinguishing system should now be made
mode and will start and stop according to the pressure in the hydrophore tank.
Cold sterilised fresh water is supplied under pressure to the accommodation for Open No.1 FW hydrophore pump suction valve QG25 ready by setting the following valves:
domestic purposes. The hydrophore tank supplies outlets in the engine room, Open No.2 FW hydrophore pump suction valve QG26
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accommodation and on deck. Open No.1 FW hydrophore pump discharge valve Position Description Valve
Open No.2 FW hydrophore pump discharge valve Open FW tank outlet valve QG3 or QG4
Cold water is also supplied to the calorifier where it is heated for the domestic Open Hydrophore tank inlet valve Open Water mist FW pump suction valve QG38
hot water system. The calorifier is a thermostatically controlled vertical storage
Closed Hydrophore tank discharge to FW system Open Water mist FW pump discharge valve QG14
and heating vessel of 0.5m3 capacity, which utilises steam or electricity to
provide the heat. The 30kW electric heater is reserved for use when the steam Open Master valve to accommodation cold system QG11

Illustration 2.14.2a Domestic Refrigeration Plant System
y
T T
Ozone
Generator
op
C
Vegetable Room Meat Room
d
Vent
To Deck
lle
Control Valve
o
OP LP HP OP LP HP Key
PS
PS
DPS
Accumulator
tr PS
PS
DPS
Refrigerant Gas
Refrigerant Liquid
on
LT Cooling Water
Refrigerant Refrigerant Instrumentation

Compressor Compressor
No.1 No.2 T Thermostat
Open To Open To Thermostatic Expansion Valve

Release Air Release Air
To and From LT Constant Pressure Valve
TI TI
nc
FW Cooling System
To and From LT QB2 QB4
FW Cooling System Condenser Condenser PS Pressure Switch
WPS Water Pressure Switch

QB1 QB3
WPS WP TI WPS WP TI
WP Water Pressure
Charging
U
Connection
HP High Pressure
Reciever LP Low Pressure

Filter
Dryer TI Temperature Indicator
OP Oil Pressure

2.14.2 Domestic Refrigeration System passes through to a receiver before being returned through a dryer unit and Control Unit
filtered to the cold room evaporators. The receiver is where the liquid charge
Refrigeration Plant would be pumped down stored and isolated if the compressor or condenser are The provision plant is controlled, operated and monitored via an E200 PLC
Maker: York Refrigeration to be worked on. unit located on the provision system power distribution board.
y
No. of sets: 2
The compressors are protected by high pressure, low pressure and low The illustration 2.14.2b gives an overview of the control unit. The unit is menu
Compressor maker: Bitzer Kuhlmaschinenbau Gbmh lubricating oil pressure cut-out switches. Each unit is also fitted with a driven from the soft keys on the front of the panel, the numeric keys are used
op
Type: 4T-12.2Y crankcase heater. to allow the operator to change values in the system. In normal operations the
Condenser: COKZ 160912 configuration of the system will have been set up during the commissioning
Thermostats in each room enable a temperature regulating device to operate stage.
the solenoid valves independently, so as to reduce the number of starts and
Introduction running time of the compressor. When the MENU button is pressed the operator will see the root display, from
this screen the compressor, rooms or configuration options are accessed, F1
C
Cooling for the meat room and vegetable room is provided by a direct expansion The air coolers convert the refrigerant as it expands into a super-cooled vapour, is used to view the compressor screen, F2 is used for the room options and
R-134a system. The plant is automatic and consists of two compressors, two under the control of the expansion valves. This vapour extracts heat from the F3 is used for making changes or viewing the configuration options. The
condensers and receivers and one evaporator coil in the meat room and one air blowing over the evaporator and is then returned to the compressor through configuration field requires the operator to log in on the unit with a password.
evaporator coil in the vegetable room. the non-return valves. When all the solenoid valves at the air coolers are closed Only four lines of information are available on the screen display, the down/up
d
by the room thermostats, the low-pressure switch will stop the compressor. arrow soft keys are used to view additional lines.
Air in the cold rooms is circulated through the evaporator coils by electrically
driven fans. A back pressure controlled constant pressure valve is included in the vegetable Illustration 2.14.2b Domestic Refrigeration Controller
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rooms to prevent the temperature dropping too far below the normal set point,
The vegetable room is fitted with an ozone generator, the selection switch and which would damage the provisions, should the inlet solenoid valve fail to
operation indication light is located on the control panel for the refrigeration close properly. E 200
plant. Ozone (O3) as tri-atomic allotrope of oxygen, is a highly reactive
oxidising agent and readily breaks down the bacteria that causes fruit and Any leaks of refrigerant gas from the system will result in the system becoming YORK REFRIGERATION
vegetables to decay, thus extending the time they will remain fresh. It is undercharged. The symptoms of the system being undercharged will be YORK PRP 211
o
generated by passing air over an electrical field and is then circulated in the air
2006 - 09 -20 14.20.04
low suction and discharge pressures, with the system eventually becoming Refrigeration
COMPR. ROOMS CONFIG
in the vegetable room in a concentration typically between 0.5 and 10ppm. ineffective with bubbles appearing in the sight glass.
PREV. F1 F2 F3 NEXT
Ozone naturally depletes after about 20 minutes to ordinary oxygen (O2) so the
generator must remain on for prolonged periods to remain effective. Ozone will
react with airborne molecules and reduce the natural smell inside the vegetable tr
A side effect of low refrigerant gas charge is an apparent low lubricating oil
level in the sump. A low charge level will result in excess oil being entrapped
in the circulating refrigerant, causing the level in the sump to drop.
7
ABCD
8
EFGH
9
IJKL LIST MAIN
on
room and this may be used as a measure of the generator’s effectiveness. 4
MNOP
5
QRST
6
UVWX
During depletion it leaves no residual by-products. When the system is charged to full capacity the excess oil will be separated out 1
YZ!?
2
C1-C4
3
<>()
and returned to the sump.

- 0 .
The meat room evaporator is equipped with a timer controlled electric +/*= °%# @
defrosting element. The frequency of defrosting is chosen by means of a During operation the level as shown in the receiver level gauge will drop. If
defrosting programme built into the PLC unit. the system does become undercharged the whole system should be checked
nc
for leakage.
Under normal conditions one compressor/condenser/receiver unit is in
operation, with the other on available for use with all valves shut until When required, additional refrigerant can be added through the liquid charging
required. line, after first venting the connection between the refrigerant bottle and the Compressor Screen Display
charging connection. When the COMPR. option is selected, details of compressor No.1 are displayed,
The plant is not designed for parallel operation of the two systems because of
U
they include a information line indicating whether the machine is running,

a risk of transfer of lubricating oil between the compressors. The added refrigerant is dried before entering the system. Any trace of moisture stopped, ready, in a low suction pressure stopping phase, or if there is an alarm
in the refrigerant system will lead to problems with the thermostatic expansion condition and the running hours of the machine. Additional information can be
The compressor draws R-134a vapour from the cold room cooling coils and valve icing up and subsequent blockage. viewed by pressing the down/up soft key. Data for compressor No.2 is viewed
pumps it under pressure to the low temperature fresh water cooled condenser by pressing the NEXT soft key.
where the vapour is condensed and changes state to a liquid. The liquid then

Illustration 2.14.2a Domestic Refrigeration Plant System
y
T T
Ozone
Generator
op
C
Vegetable Room Meat Room
d
Vent
To Deck
lle
Control Valve
o
OP LP HP OP LP HP Key
PS
PS
DPS
Accumulator
tr PS
PS
DPS
Refrigerant Gas
Refrigerant Liquid
on
LT Cooling Water
Refrigerant Refrigerant Instrumentation

Compressor Compressor
No.1 No.2 T Thermostat
Open To Open To Thermostatic Expansion Valve

To and From LT Constant Pressure Valve
TI TI
nc
FW Cooling System
To and From LT QB2 QB4
FW Cooling System Condenser Condenser PS Pressure Switch
WPS Water Pressure Switch

QB1 QB3
WPS WP TI WPS WP TI
WP Water Pressure
Charging
U
Connection
HP High Pressure
Reciever LP Low Pressure

Filter
Dryer TI Temperature Indicator
OP Oil Pressure

Rooms Screen Display i) When the room temperatures are pulled down the compressor Note: If twenty to thirty minutes is insufficient to complete a defrost, check
will now operate automatically according to the cooling demand the frequency of visits by catering staff is not excessive and check that the
When the ROOMS option is selected, the operation data for the meet room
from the rooms. door seals are in good condition.
is displayed, including the current condition for the room, i.e. whether the
room is OFF (the room cooling/freezing operation has been stopped, F2), ON
y
(controlled by the temperature regulation, F1) or DEFR (a defrosting sequence Whilst Running System Running Checks to be Carried out at Regular Intervals
is taking place, F3). The down/up soft keys are used to view additional
j) Check the inlet and outlet pressure gauges.
information, eg, actual room temperature, set point value, neutral zone value,
op
• Check the lubricating oil levels in the crankcase.
low and high alarm values. The meet room will also have additional text lines
k) Check the oil level and oil pressure. • Check the lubricating oil pressure.
for the defrost condition, including the frequency and maximum defrost period
and the pump down time in seconds. • Check the moisture indicators.
l) Check for leakages.
• Check the suction and discharge pressure and temperature and
Alarms any unusual variations must be investigated.
Defrosting
C
The control unit will monitor the system and raise a general alarm in the • Check all room temperatures and evaporation coils for any sign
Lyngsø alarm and monitoring system if any of the system operational The air cooler in the meat room is fitted with electrical defrosting, i.e., the of frosting.
parameters are exceeded. The operator will then use the alarm function screen evaporator and drip trays are provided with electric heating elements. The The following conditions register in the central alarm system:
initially to acknowledge and then to view the alarm. The alarm code will be frequency of defrosting is chosen by means of a defrosting command line in • Power failure
d
displayed in the information line, it will be necessary to consult the alarm list the E200 screen display. Additionally, there is a maximum defrost time period
in the makers manual (section 6, page 8 of sub section 2) for full details of the which is set on the panel. The defrosting sequence is as follows: • Overcurrent trip
alarm list codes. • High pressure trip
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a) The compressor stops and all solenoid valves in the system
Operating Procedures
close.
To Start the Refrigeration Plant
a) At the refrigeration control panel set the power supply breaker b) The fans in the meat room stop working but the fan in the
to the ON position. vegetable room continues the circulation of the warm air over
the cooler. In this way the cooling surfaces are kept free from
o
b) Check that the sump oil level is correct. ice.
c) All stop valves (except the compressor suction) in the refrigerant

line should be opened and fully back seated to prevent the
pressure on the valve reaching the valve gland.
tr
c)
d)
The electric heating elements in the meat room switch on.
As long as the cooler is covered with ice, the melting takes

nearly all of the heat supplied by the heating element and the
on
d) Ensure that the LT fresh water cooling system is operating and temperature of the cooler and the refrigerant is constantly kept
that cooling FW is circulating correctly. near zero. When the ice has melted, the refrigerant temperature
rises in the meat room. When the temperature reaches the set
e) Open the valves for the condenser cooling water. Check there is point of the defrosting thermostat, (approximately +10°C) the
sufficient flow. heating element switches off.
nc
f) Open the compressor suction valve one turn. e) The compressor starts.
g) On the E200 panel set the room temperatures required. When f) When the coil surface temperature has gone below the freezing
the compressor is set to start the controller will start the duty point, the fan in the meat room starts.
compressor and bring the rooms down.
U
Note: The recommended defrost cycle is 20 to 30 minutes every 8 hours,

h) When the compressor runs up continue opening the suction however, it may be preferable to defrost every 12 hours so that a time of day
valve slowly, taking care to prevent the possibility of liquid may be chosen to ensure the room is unlikely to be accessed during defrost.
returning to the compressor. Also take care to keep the suction
pressure above the low pressure cut out point.

Illustration 2.14.3a Accommodation Air Conditioning Plant Rotating 'Enthalpy Rotating 'Enthalpy
TT Exchanger' TC Exchanger'
y
Supply Exhaust Air Supply Exhaust Air
Air Returning Air TI Filters Air Returning Air TI Filters
Bypass Bypass
op
Damper Damper
Supply Supply
TI TI
Air Air
Air Fresh Air Air Fresh Air
Handling Filters Handling Filters
Unit Unit
TI TI
C
TH TH TH TH
Humidifier Reheater Damper Humidifier Reheater Damper
Condensate Returns Condensate Returns
M M
d
From From
Steam System Steam System
PI PI
o lle
tr LP
HLS
HP
OPS
OP
Condensing Unit
LP
HLS
HP
OPS
OP
Condensing Unit
on
Key
Steam
Condensate Open To Open To

Fresh Water Cooling Compressor Compressor
nc
Refrigeration Gas
Refrigeration Liquid To and From To and From

TI PI TI PI
LT FW LT FW
Electrical Signal
Cooling Cooling
QB16 Condenser QB18 Condenser
System System
TH Thermostat
QB17 TI PI PS QB19 TI PI PS
LP Low Pressure Gauge
U
HP High pressure Gauge
OP Oil Pressure Gauge Filter and Filter and

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

2.14.3 Accommodation Air Conditioning Plant The compressor compresses the vapour returning from the evaporator coils and Control Unit
delivers the hot refrigerant gas to the condenser where the LT cooling water
Maker: York Refrigeration cools the gas and changes its state to a liquid. The air conditioning plant is controlled, operated and monitored via an E200
No of sets: 2 PLC unit located on the system power distribution board.
From there the liquid passes through a filter dryer to the thermostatic expansion
y
Compressor Unit: Sabroe - SMC-106 valves where it begins to expand and change state to a vapour. The expansion The illustration 2.14.3b gives an overview of the control unit and the menu
AHU model: ZCR-13/8 continues through the majority of the evaporator coil and in doing so absorbs
tree structure. The unit is menu driven from the soft keys on the front of the
heat from the air passing over the coil.
op
panel, the numeric keys are used to allow the operator to change values in the
system. In normal operations the configuration of the system will have been set
Introduction The compressor is fitted with an internal oil pressure activated unloading
mechanism which affords automatic starting and variable capacity control. up during the commissioning stage.
The air is supplied to the accommodation by two air handling units located in
The compressor is protected by a high and low pressure cut-out switch and low When the MENU button is pressed the operator will see the root display, from
the air conditioning room situated on the upper deck. The units consist of an
lubricating oil pressure trip. A crankcase oil heater is fitted. this screen the compressor, air handling units or PLC configuration options
electrically driven fan drawing air through the following sections:
C
are accessed, F1 is used to view the compressor screen, F2 is used for the air
• Filter handling units and F3 is used for making changes or viewing the PLC options.
Any leakage of refrigerant gas from the system will result in the system
• Mixing chamber for fresh and recirculated air becoming undercharged. The symptoms of system undercharge will be The PLC field requires the operator to log in on the unit with a password. Only
low suction and discharge pressure and the system eventually becoming four lines of information are available on the screen display, the down/up arrow
• Preheating coil soft keys are used to view additional lines.
d
ineffective.
• Humidifier nozzles
• Evaporator coils A side effect of low refrigerant gas charge is an apparent low oil level in Illustration 2.14.3b Air Conditioning Controller
lle
the sump. A low charge level will result in excess oil being entrapped in the
The air is forced into the distribution trunking which supplies the circulating refrigerant gas, causing the level in the sump to drop.
accommodation. Air may be drawn into the system either from outside or from E 200
the accommodation via recirculation trunking. When the system is charged to full capacity, this excess oil will be separated
out and returned to the sump. YORK MARINE
All cabin ventilation units have been adjusted to supply no more than the YORK ARP Plant type 222
o
Refrigeration 06 - 09 - 20 14.31.00
maximum air quantity assigned to the individual rooms served by the plant. During operation, the level as shown in the condenser level gauge will drop. COMPR. AHU PLC
Regulation of the air quantity to an individual cabin is made by means of the PREV. F1 F2 F3 NEXT
If the system does become undercharged, the whole system pipework should
control knob on the cabin unit and adjustment is left entirely for the room
occupant to choose. There is a heat exchanger unit which helps reduce the
cooling load or heating load on the air conditioning system. When cooling is
required the incoming air is hotter than the outgoing air and so the incoming tr
be checked for leakage.
When required, additional gas can be added through the charging line, after first
7
ABCD
8
EFGH
9
IJKL LIST MAIN
on
air is cooled by the exhaust air being vented. When heating is required the venting the connection between the gas bottle and the charging connection. 4
MNOP
5
QRST
6
UVWX
incoming air is colder than the outgoing air and so the incoming air is heated 1
YZ!?
2
C1-C4
3
<>()
by the exhaust air being vented. The added refrigerant is dried before entering the system as any trace of - 0 .
moisture in the refrigerant will lead to problems with the thermostatic
+/*= °%# @
With heating or cooling coils in use, the unit is designed to operate on 70% expansion valve icing up and subsequent blockage.
fresh air supply. The ratio of circulation air may be varied manually using the
nc
damper in the air inlet trunking. Cooling water for the condenser is supplied from the low temperature fresh
water cooling system. Compressor Screen Display
The inlet filters are of the washable mat type and heating is provided by coils When the COMPR. option is selected, details of compressor No.1 are displayed,
supplied by steam from the 7.0kg/cm2 system. they include a information line indicating whether the machine is running or
Operation of the Air Conditioning System
stopped, its operating capacity value, the suction and discharge pressures,
Cooling is provided by a direct expansion R-134a system. The plant is
U
LO pressure, relative suction pressure and temperature, suction superheat

The air conditioning system is designed to run with one compressor at a time
automatic and consists of two compressor/condenser units supplying the temperature, the running hours of the machine and the total starts of the motor.
meeting the full air conditioning load of the accommodation. Capacity control
evaporators located in the accommodation air handling units. Further information includes the shut down and stop limit values and warning
is automatic. The other condensing unit is available as required or undergoing
limits. The additional information is be viewed by pressing the down/up soft
maintenance.
Each refrigeration (compressor/condensing) unit is capable of supplying 100% key. Data for compressor No.2 is viewed by pressing the NEXT soft key.
of the total capacity requirement and under normal conditions one refrigeration
unit will be in use.

Air Handling Unit (AHU) Screen Display To Start the Air Conditioning Compressor To Stop the Compressor for Short Periods
When the AHU option is selected, the operation data for each AHU is displayed. a) The crankcase heater on the compressor to be used should be a) Close the condenser liquid outlet valve and the outlet from the
Three initial options are given, limits (F1), supply (F2) and the on/off (F3) switched on 6 hours prior to starting the compressor. filter.
function, additionally, this screen will show the operator the control setting that
y
is in operation, if compensation is on and what type, the temperature values for b) Check that the oil level is correct. b) Allow the compressor to pump out the system so that the low
the following items, supply air, supply set point (actual regulation value with level pressure cut-out operates.
op
outdoor compensation), reheat, reheat set point (actual regulation value with c) All stop valves in the refrigerant line, except the compressor
outdoor compensation), heating start value, cooling start value, the fan hours suction, should be opened and fully back seated to prevent the c) Isolate the compressor motor.
and the number of starts of the compressor. pressure in the valve reaching the valve gland.
d) Close the compressor suction valve.
d) Check that the central fresh water cooling system is operating
PLC Screen
and supplying cooling water to the air conditioning units. e) Close the compressor discharge valve.
C
This screen allows the configuration and senors values to be accessed which
requires a log in password. One of the functions of the PLC screen after the e) Open the valves for the condenser cooling water. Check that f) Close the inlet and outlet valves on the cooling water to the air
operator has logged in is to allow the control unit to control a compressor unit there is sufficient flow. conditioning refrigeration unit.
supply both AHUs. This requires the plant to be initially shut down before
setting the crossover valves. It is not possible for both compressors to be run f) Open the compressor suction valve one turn. g) Switch on the crankcase heater.
d
on the same AHU at the same time.
g) Set the required air temperature and other operational
To Shut Down the Compressor for a Prolonged Period
Alarms control parameters on the E200 control panel then start the
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compressor. If the cooling system is to be shut down for a prolonged period, it is advisable
The control unit will monitor the system and raise a general alarm in the Lyngsø to pump down the system and isolate the refrigerant gas charge in the
alarm and monitoring system if any of the system operational parameters are h) Continue opening the suction valve slowly taking care not condenser.
exceeded. The operator will then use the alarm function screen initially to to allow liquid into the compressor. Also ensure the suction
acknowledge and then to view the alarm. The alarm code will be displayed in pressure is above the cutout point. Leaving the system with full refrigerant pressure in the lines increases the risk
the information line, it will be necessary to consult the alarm list in the makers
o
of charge leakage through the shaft seal.
manual (section 10, page 43 of sub section 6) for full details of the alarm list
codes. Sub section 7, page 45, Appendix ‘A’ has the limit values for the plant. Whilst Running
a) Shut the liquid outlet valve on the condenser and the outlet from
To Start the Ventilation System

a) Check that the air filters are clean. tr
a)
b)
Check the inlet and outlet pressure gauges.
Check the oil level and oil pressure. b)

the filter.
Run the compressor until the low pressure cut-out operates.

on
c) Check for leakages. c) After a period of time the suction pressure may rise in which
b) Set the air dampers to the outside position. case the compressor should be allowed to pump down again
until the suction pressure remains low.
c) Start the supply fans. Compressor - Running Checks
• The lubricating oil pressure should be checked daily. d) Shut the compressor suction and discharge valves.
WARNING
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It is essential that no water should be lying in the air conditioning system • The oil level in the crankcase should be checked daily. e) Close the inlet and outlet valves on the cooling water to the
as this can become a breeding ground for legionella bacteria which can • The suction and discharge pressure should be checked daily. condenser.
have serious, or even fatal, consequences. The drains should be kept
• The temperature of oil, and the refrigerant gas suction and
clear and areas where water can lie should be sterilised at frequent f) The compressor discharge valve should be marked closed and
discharge temperatures should be checked daily, together with
intervals. the compressor motor isolated to prevent possible damage.
the motor bearing temperatures.
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• A periodic check should be kept on any undue leakage at the

shaft seal.

2.14.4 Miscellaneous Air Conditioning Units Shutting Down to the CO2 cylinder, the galley package air conditioning unit is automatically
tripped.
a) Turn the selector switch to the OFF position.
Maker: Carrier Corporation
Model: 90 MA 308-621 The package air conditioning unit will shut down but with the main power Procedure for the Operation of the Galley Package Air
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Refrigerant: R134A switch still in the ON position the compressor crankcase heater will remain Conditioning Unit
No. of sets: 2 on.
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a) At the cooling water booster pump, open the cooling water inlet
b) Close the condenser cooling water inlet and outlet valves. and outlet valves.
Package air conditioning units are provided to supply the following spaces:
• Engine control room Under normal circumstances the package air conditioning unit is turned off b) Open the cooling water inlet and outlet valves for the condenser
• Workshop using the above procedure. If the compressor unit needs to be isolated for in the air handling unit room. Start the cooling water pump,
maintenance the maintenance manual must be consulted in order to ensure that ensure the correct pressure is obtained at the condenser.
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The units are all self-contained, comprising a fan, compressor, refrigerant no refrigerant gas is released.
circuit, filters and controls and are supplied with cooling water from the low c) Ensure the power is available for the unit, then on the temperature
temperature central fresh water cooling system. Routine maintenance of the package air conditioning unit involves cleaning of controller set the temperature required in the galley.
the filter elements on a monthly basis.
When the current temperature is displayed on the LCD press the
d
Procedure for the Operation of the Package Air Conditioning SET key once, the display will change to a blinking read out.
Galley Air Conditioning Unit
Units Press the UP or DOWN keys to set the required temperature,
holding in the required key for longer than 4 seconds will
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Starting Maker: York Refrigeration
advance the temperature range more rapidly.
a) Turn the main power switch to the ON position. This Model: HIP-5WDS
automatically switches on the compressor crankcase heater and Refrigerant: R134a When the required setting has been reached release the UP or
the heater should be turned on at least 12 hours before the unit Cooling capacity: 14,600kcal/h DOWN button then press the SET button for at least 5 seconds,
is operated. this will then store the required value.
Heating capacity: 12,900kcal/h
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b) Ensure that the LT fresh water cooling system is operating and Compressor: MTZ 80
d) Press the START button, the unit will now control the galley
open the inlet and outlet valves to the package air conditioning No. of sets: 1
temperature, starting and stopping under automatic control.
c)
unit.
Open the condenser refrigerant inlet and outlet valves.

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A package type air conditioning unit for the galley is located in the air
conditioning room on the upper deck. The unit consists of a single stage
on
hermetically sealed type compressor which feeds into a water cooled
d) Check for any signs of leakage of refrigerant and lubricating condenser. The cooling water is supplied from the engine room LT cooling
oil. system which has a booster pump fitted in the supply line to the condenser, the
pump and its associated starter panel is located adjacent to the incinerator on
e) Ensure that the air filter is clean. the upper platform.
f) Turn the unit’s control switch to FAN and check that the fan
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From the condenser the liquid is supplied to a direct expansion evaporator

operates correctly. which is controlled by a temperature controller which is fitted onto the front
of the unit. A 0.75kW double suction muti-blade centrifugal fan located in the
g) Turn the control switch to COOL if cooling is required or to unit which is rated at 1,000m3/h circulates the cooled (or warmed) air into the
HEAT if heating is required. galley.
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h) The temperature may be regulated by turning the thermostat dial The package unit is also fitted with a steam heater which is used in cold
to a selected position in the COOLER or WARMER scales. climates.
The package air conditioning unit is now operating and temperature may be The galley uptake from the centre of the room is fitted with a fixed CO2 fire
adjusted as in item h) above. extinguishing unit, in the event that the front cover is opened to allow access

Illustration 2.14.5a Sewage Treatment System
RD12 RD13 Accommodation Grey
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Waste Water
Hospital Hospital Accommodation
Upper Deck Black Water Galley Water
Water Water
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Working Air
RD28 RD8
RD6
C
Oil Trap
RD10
RD18
RD4
d
Engine RD11 RD16
RD2
Room WC
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RD7 RD5 RD3
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RD9
tr
on
AX Aeration Tank
Chlorination Clarification
RD14 RD15 Tank Tank
RD17
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RD19
Overflow to From SW
Clean Bilge RD23 RD20 Cooling System
Water Tank Key
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Sewage Pipes
Air
Below Sea Water Cooling System

Waterline

2.14.5 Sewage Treatment System 2. Settling Compartment For this reason it is essential that the sewage treatment plant remains fully
operational at all times, even on a long oceanic passage.
Here the bacteria settle out and are returned to the aeration compartment via
Maker: Hamworthy KSE Ltd the airlift tube. The tube takes its supply from the bottom of the compartment,
Model: Super Trident ST-3A The bacteria charge is destroyed by disinfectants and commercial chemicals
via a visual pipe which allows a check to be made on the returning sludge. The
used for cleaning lavatory pans. These should never be used.
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Capacity: 4.66m3/day sloping sides prevent the settled sludge from accumulating and help direct it to
the suction side of the air lift. The effluent enters the compartment through a
If the ship is in port for a prolonged period, or in dock, and discharge from the
filter and stilling chamber. It rises through the clarifier before discharging into
op
Introduction sewage plant is not permitted the contents of the chlorine contact compartment
the chlorine compartment through a weir at the top of the clarifier. A surface
must be discharged to a shore reception facility.
skimmer is provided to skim off and return surface debris back to the aeration
The sewage treatment plant treats all sewage in a three tank unit using activated compartment.
sludge and extended aeration. Discharge from the sewage treatment plant Alarms
meets all regulations of the US Coastguard and complies with the regulations
3. Chlorine Contact Compartment A high level alarm in the chlorine contact compartment is activated if the high
of the UK Department of Trade and Industry for sewage treatment plants.
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level switch in that compartment is not reset within a set period of time of it
The effluent is stored in this compartment to allow time for the chlorine to
being activated. The switch is reset when the compartment level falls indicating
kill off any harmful bacteria. This is achieved by chlorine tablets being added
Sewage Treatment Plant into two tubes with the effluent passing over them. The effluent absorbs the
that the pump is operating.
required amount of chlorine before flowing into the chlorine contact tank,
The sewage treatment unit consists of three separate tanks through which A thermal relay alarm will indicate overcurrent in the pump motor.
where it is finally discharged overboard.
d
the sewage passes, during that passage through the tanks bacteria effectively
breaks down the raw sewage so that the discharge into the final tank is clean The discharge may be controlled manually or automatically. The control Note: Rules governing the discharge of raw sewage must be complied
water. This cleaned water is treated with chlorine to destroy harmful pathogens equipment includes facilities for high level control and alarm functions using with at all times and the discharge of raw sewage overboard must only be
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before it is discharged overboard. Because the sewage is digested by bacteria it signals from float switches fitted in the treatment tank. contemplated should the sewage plant not be serviceable. The bacterial
is essential that there is a steady supply of sewage to the tank in order to ensure action requires a regular supply of raw sewage and the discharge of raw
that the bacteria can thrive. The contents of the chlorine contact compartment may be discharged sewage overboard can impair effective bacterial action.
manually, by turning the pump mode selector switch to the HAND position,
Note: The use of disinfecting chemicals for cleaning lavatory pans, or the or automatically by turning the discharge pump mode selector switch to the
Procedure for Operating the Sewage Treatment Plant
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disposal of such chemicals in lavatory pans, will kill the bacteria in the AUTO position. If HAND is selected the pump is started and stopped locally
sewage treatment plant and such practices are forbidden. and the operator must ensure that the pump is stopped before the chlorine
a) Set the system valves as in the following table.
contact compartment is empty as dry running of the pump could cause damage.
A series of valves enables raw sewage from the accommodation to be directed
to the sewage treatment plant or overboard if necessary, although the latter
option must only be carried out in accordance with legislation. The hospital tr
When the pump mode selector switch is in the AUTO position the discharge
pump will be started when the high level float switch is activated and stopped
by activation of the low level float switch.
Position
Open
Description
Sewage tank inlet valve from accommodation
Valve
RD3
on
sewage discharge should go directly to the sewage treatment plant. Although Open Sewage tank waste water inlet valve from RD5
the sewage treatment plant discharge pump is normally set for overboard When it is necessary due to port state restrictions or legislation in certain areas accommodation
discharge, effluent from the sewage treatment plant may also be discharged to of the oceans which prohibit the discharge of sewage, it is possible to transfer Open Sewage tank inlet valve from engine room RD9
the shore connections on the port and starboard sides of the ship. the contents on the chlorination tank to the clean bilge tank via valve RD17. WC
This option provides a storage reserve for the short term should discharge Closed Sewage discharge direct overboard RD2
Tank Construction from the sewage treatment plant not be possible. If the sewage treatment plant
Closed Waste water discharge direct overboard RD4
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discharges to the clean bilge water tank, then it should be pumped out, via the
1. Aeration Compartment oily water separator as soon as possible. In the long term, discharge of treated Open Hospital water inlet to sewage tank RD7
The incoming sewage enters the aeration compartment, where it is digested sewage effluent must be to a shore reception facility if it cannot be discharged Closed Hospital water discharge direct overboard RD6
by aerobic bacteria and micro-organisms. This is assisted by the addition overboard. Open Galley water oil trap inlet valve RD10
of atmospheric oxygen delivered by the compressors. The resulting CO2 is Open Oil trap discharge to sewage tank RD11
emitted through the vent pipe and the water and bacteria cells are displaced It is essential that the sewage treatment plant receives a regular supply of
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Closed Oil trap outlet to bilge tank RD16

into the settling compartment. Air is supplied by one of two compressor units; sewage in order to maintain the bacteria in an active condition. Should the
Closed Galley water discharge overboard RD8
one compressor must be operating at all times in order to supply air for the sewage supply be restricted the bacteria will become inactive and if a sewage
supply is withheld for a prolonged period most of the bacteria will die. When Closed Sea water inlet to sewage treatment plant RD20, RD23
air lifts and for aeration of the sewage treatment compartments. Air is bubbled
through the aeration compartment and this agitates the effluent and ensures the sewage supply is restored it will take about 10 days for an effective bacteria Open Chlorination contact compartment outlet
mixing of the sewage and the bacteria; the air supplies essential oxygen for charge to develop and for the sewage treatment plant to become effective again. valve
bacterial action. Position Description Valve

Illustration 2.14.5b Sewage Treatment Tank

To Shore
Connection
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Vent to Funnel
DISCHARGE
COMPRESSOR SUPPLY PUMP
RUNNING AVAILABLE RUNNING
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HIGH LEVEL 440V Supply

0 0
1 2 ALARM
ABNORMAL
Black Water ALARM
To Alarm
System
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Inlet
OFF ON
PI
Working Air
d
RD28
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Air Blowers
RD18
Chlorinator
To Overboard
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Aeration Tank Clarification
Tank
tr Chlorination
Tank
XA High
Alarm
Level
Switch
Key
Sewage
on
Vent/Drains
High
Level Electrical Signal
Switch
Compressed Air RD14
RD15
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Low
Level RD17
Switch
RD19
Emergency
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From SW Overflow
Cooling Discharge to Clean Bilge
System RD20RD23 Pump Water Tank

Closed Aeration compartment outlet valve Maintenance

k) The discharge pump will only operate when the chlorine contact
Closed Settling compartment outlet valve Daily Checks
compartment is full enough to activate the high level float
Open Pump discharge valve RD19 alarm. Check that the sludge is being returned to the activation chamber from the
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Open Pump discharge valve to overboard discharge RD15 settling chamber, and that the discharge pump and duty air compressor are
line Over a period of time sludge will build up in the aeration and settling working. Check that the chlorination unit is functioning correctly and replenish
Open Overboard discharge line valve RD18 compartments and much of this sludge will need to be discharged in order to as necessary.
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Open Overboard discharge valve RD1 ensure that the sewage treatment plant remains effective. It is only permissible
to discharge sewage sludge in certain areas so planning is necessary in order to Check the operation of the air lift returns. Check that the air supply pressure is
Closed Pump discharge valve to clean bilge tank RD17
ensure that the sludge is discharged before it becomes a problem. correct at the air inlet to the sewage treatment plant.
Closed Pump discharge valve to shore discharge line RD14
Closed Port shore discharge valve RD12
CAUTION Weekly Checks
Closed Starboard shore discharge line RD13
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Sewage treatment plant compartments may only be discharged to sea in
Closed Air supply valve from general service air RD28 Check the residual chlorine level; this should always be between 1ppm and
waters where such discharge is permitted.
system to overboard discharge valve clearing 5ppm.
The chlorine level in the discharge effluent must be checked using the chlorine
b) The sewage treatment plant should be initially filled with water test kit. A sample of the effluent must be obtained from the chlorine contact Monthly Checks
d
and activated sludge added if it has been emptied for any reason compartment using the sampling valve. If the residual chlorine content is less Check that air flows are correct and that compartment vents are clear. Clean the
or when commissioning the plant for the first time. This will not than 1ppm additional chlorination tablets must be added to the tablet feed compressor suction strainer and change over the blowers.
be required when the unit has been operating previously but the tubes.
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description is included for completeness.
Check that the chlorinator unit is clear and that the float switches are operating
WARNING correctly.
c) Turn the sewage treatment plant main switch to the ON
position. Care must be taken in the storage and handling of the sodium
hypochlorite tablets (chlorine tablets). They must never be in contact
d) Select one compressor for starting and start that compressor. with bare skin and must not be exposed to high temperature or fire.
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Ensure that the compressor is operating correctly and that Chlorine tablets must never be exposed to damp conditions and must
compressed air is being supplied to the sewage treatment plant. not be allowed to get wet in storage because this causes chlorine gas to
Check that the air lift systems are operating. be released.
e) Turn the overboard discharge pump mode selector switch to

the AUTO position and turn the starter switch to the START tr
Sewage Discharge Ashore
on
position. When in confined waters where the overboard discharge of treated sewage is
prohibited it is necessary to discharge the treated effluent ashore. Approval
f) Check that the discharge pump has the correct rotation. must be obtained from the harbour authorities and the reception facility must
be provided which can accommodate the amount of treated sewage to be
g) Check that there are sufficient chlorine tablets in the chlorine discharged. The blank is removed from the port or starboard discharge pipe
contact compartment. and the hose to the reception facility connected. The overboard discharge valve
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is closed and the discharge valve to the shore connection is opened together
Note: The number of tablets and number of tubes in use may need to be with the required shore connection line valve on the port or starboard side of
adjusted depending upon the throughput of the sewage plant. the ship.
h) Check that the discharge pump is operating correctly in response Treated effluent is discharged by operating the sewage treatment plant
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to the float switches in the chlorination compartment. discharge pump.
i) Check that ample air is being supplied and that sludge is being
returned to the activation tank from the settling compartment.
j) The sewage treatment plant is now operating.

Illustration 2.14.6a Garbage Management Plan
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REGULATIONS FOR GARBAGE DISPOSAL AT SEA
(ANNEX V OF MARPOL 73/78
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*** OFFSHORE
GARBAGE TYPE OUTSIDE SPECIAL AREAS ** IN SPECIAL AREAS PLATFORMS &
ASSOCIATED VESSELS
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PLASTICS - INCLUDES
SYNTHETIC ROPES, FISHING DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
NETS AND PLASTIC BAGS
FLOATING DUNNAGE, LINING

> 25 MILES OFFSHORE DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
d
AND PACKING MATERIALS
PAPER, RAGS, GLASS, METAL,
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BOTTLES, CROCKERY AND > 12 MILES DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
SIMILAR REFUSE
* ALL OTHER GARBAGE

INCLUDING PAPER, RAGS,
GLASS, etc. COMMINUTED OR > 3 MILES DISPOSAL IS PROHIBITED DISPOSAL IS PROHIBITED
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GROUND
FOOD WASTE NOT

> 12 MILES > 12 MILES DISPOSAL IS PROHIBITED
COMMINUTED OR GROUND
OR GROUND tr
* FOOD WASTE COMMINUTED
> 3 MILES > 12 MILES > 12 MILES
on
MIXED REFUSE TYPES **** **** ****
* COMMINUTED OR GROUND GARBAGE MUST BE ABLE TO PASS THROUGH A SCREEN WITH A MESH
SIZE NO LONGER THAN 25 MM.
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** GARBAGE DISPOSAL REGULATIONS FOR SPECIAL AREAS SHALL TAKE EFFECT IN ACCORDANCE WITH
REGULATION 5 OF ANNEX V IN "MARPOL."
*** OFFSHORE PLATFORMS AND ASSOCIATED VESSELS INCLUDE ALL FIXED OR FLOATING PLATFORMS
ENGAGED IN EXPLORATION OR EXPLORATION OF SEABED MINERAL
RESOURCES, AND ALL VESSELS ALONGSIDE OR WITHIN 500 M OF SUCH PLATFORMS.
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**** WHEN GARBAGE IS MIXED WITH OTHER HARMFUL SUBSTANCE HAVING DIFFERENT DISPOSAL OR
OR DISCHARGE REQUIREMENTS THE MORE STRINGENT DISPOSAL REQUIREMENTS SHALL APPLY.

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

The combustion chamber is a circular chamber, equipped with a hinge mounted Operator Panel E300 Solid Waste
feeding sluice and an ash door which can only be opened while the incinerator
The operator panel consists of a graphic and text LCD display and a keyboard Used for burning of solid waste loaded into the combustion chamber. The
is not burning. The feeding sluice is of the flare-back safe type which means it
which is connected directly to the PLC. incinerator is started and the DO burners and combustion air are controlled by
can be safely used during operation.
the PLC. When the combustion chamber temperature exceeds a set value the
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The functions of the panel are as follows: door lock on the sluice door is energized and the feeding of solid waste can
Solid waste is ignited by radiant heat from the burners and remnants of
begin.
particulate matters in the gas flow are neutralised by the burner making the • Selecting of burners and setting of all variables
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process of incineration ecologically safe. As the fumes leave the chamber, • Display running condition such as temperatures, pressures, oil
cooling air drawn from the lower part of the casing is mixed to bring the SW/Sludge
consumption and time.
temperature of the flue gas down before discharge. The flue gas outlet is This mode is used to burn sludge at the maximum capacity whilst consuming a
located at the top of the combustion chamber for efficiency. minimum of DO. The chamber is heated by burning DO and will automatically
Running LED
switch to sludge when the temperature reaches 650°C closing the DO burner
The burning process is monitored by the PLC (programme logic controller)
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• LEDs for showing running status No.2.
and scanned by a photo resistor. The temperatures are also monitored and
regulated automatically by the PLC control system. A sight glass in the sluice • Text labels for explanation of LEDs
gate enables the operator to observe the amount of garbage in the chamber and Sludge Pump
to visually monitor the functioning of the system. Used to manually start the sludge circulation pump. The pump will automatically
Display
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stop when the sludge tank drops to a set level.
The combustion chamber is of a steel construction and insulated with specially • Display with background illumination
designed refractory blocks. The refractory material is made of a low cement
Sludge Heater
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with a high alumina quality offering good thermal shock and slag build up
resistance. A double steel casing with a cooling air jacket forms the outside of Keyboard Used to manually start the tank heater and will automatically switch off at low
the combustion chamber. level.
• Text labels for explanation of function pushbuttons
The combustion chamber is also equipped with two MDO burners and a • LEDs for showing status of function pushbuttons There are 8 different burner stages depending on which programme mode has
sludge burner with an air atomizing nozzle which allows small particles to been selected and are listed as follows:
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pass through.
Alarm System
Burner Stage No. 0
The electric control panel installed on the incinerator contains fuses, starters, When an alarm occurs, the internal audible alarm activates and the alarm signal
PLC and the operator panel. The operator panel, which is located in the centre
of the control panel has an LCD display and pushbuttons for selecting burner
modes. tr
is given to the ship’s alarm system. The indication ALARM will appear at the
operator’s panel display and show the reason for the alarm. A red flashing
LED will indicate when the external alarm signal is energized. A history of the
Not active. Waiting for temperature to decrease before new start.
Burner Stage No. 1

on
alarms can be viewed by using the LIST pushbutton on the E300 control panel
The purpose of the flue gas fan is to transport the flue gas from the combustion keyboard. The alarm is reset by moving the cursor to the alarm text line and Auxiliary MDO burner in use.
chamber and create a negative pressure in the furnace. The same fan draws pressing the ACK key. This will also reset the internal buzzer.
ambient air through the cooling jacket on the combustion chamber. The hot Burner Stage No. 2
gas from the furnace is diluted with the cooling air at the flue gas outlet on the
Programme Mode Selection Secondary MDO burner in use.
combustion chamber in order to reduce the temperature.
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Stop
The automatic flue gas damper adjusts the gas flow in the flue gas duct and When pressed, all selected programs and activity will stop, although the flue Burner Stage No. 3
is controlled from the electric control panel which senses the pressure in the gas fan will continue to run until the temperature has decreased to 170°F which Auxiliary and secondary DO burners in use.
furnace and regulates the damper to give the desired pressure. will then release the door lock.
Waste oil is transferred to the incinerator from the waste oil mixing tank by Burner Stage No. 4
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means of a sludge supply pump and returns through the return lines ensuring Loading/Slagging
Auxiliary MDO burner in use with sludge burner.
an even temperature throughout the waste oil charge and a good mixture of This mode is used for loading or slagging of the incinerator. It closes the flue
sludge and water. A drain valve mounted on the waste oil mixing tank is used gas damper and starts the flue gas fan. The doors can be left open during this
to drain any water from the sludge and a low level switch on the tank will stop Burner Stage No. 5
period.
the circulating pump and heating when the level has reached a minimum. Secondary MDO burner in use with sludge burner.

Burner Stage No. 6 Illustration 2.14.6b Incinerator E300 Control Panel g) When the combustion chamber reaches 930°C the sludge burner
will operate and the secondary DO burner will extinguish. The
Auxiliary and secondary MDO burners in use with sludge burner.
display will show BURNER STAGE 4.
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Burner Stage No. 7 h) Ensure the atomising pressure is set at 3.0 to 4.0 bar
Sludge burner only without MDO support.
i) When the burner programme mode reaches BURNER STAGE
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FLUE GAS TEMP. 26°C
7, the incinerator will be operating on the sludge burner only.
Procedure for Burning Solid Waste COMBUST. CHMB. TEMP 24°C
CHAMBER PRESSURE 0mmWC

READY
Burning Solid Waste and Sludge
a) Ensure the main switch on the control panel is in the ON 1:50:13 NEXT
position. STOP
LOADING
SLAGGING
SOLID
WASTE
SW
SLUDGE
SLUDGE
HEATER
SLUDGE
PUMP For simultaneous burning of solid and oil wastes, reduce the rate of waste
oil burning to avoid an overheat trip. Oily rags etc., must be loaded in small
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b) Ensure there is sufficient DO in the MDO service tank and quantities only (approximately 1kg per loading).
replenish if required.
7 8 9 Loading/Slagging
c) Press the SOLID WASTE pushbutton on the control panel. The ABCD EFGH IJKL LIST MAIN
incinerator will initiate the start sequence and the display panel a) Press the LOADING/SLAGGING pushbutton, the flue gas
d
4 5 6 damper will close for 30 seconds and the flue gas fan will
will read BURNER STAGE 3. MNOP QRST UVWX
PREV MAIN start.

1 2 3
d) When the combustion chamber reaches 500°C the GREEN
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YZ!? C1-C4 <>()
lighted button will illuminate at the door interlock. b) Open the garbage and ash doors and remove any ash and slag.
- 0 .
+/*= °%# @ Check the combustion air inlet openings at floor level are clear
e) Press the GREEN lighted button whilst turning the door handle to ensure proper air flow to the combustion chamber.
to open the loading chute.
Emergency Stop
o
f) Place the solid waste in the loading chute, close the door and Procedure for Burning Waste Oil
lock the handle by turning it. The incinerator may be stopped in an emergency by activation of the
a) Ensure the main switch on the control panel is in the ON EMERGENCY STOP pushbutton or by turning the main supply switch to the
g) Pull the handle down, located on the right hand side of the
loading chute to dump the solid waste into the combustion
chamber returning the handle to its original position. tr
b)
position.
Ensure there is sufficient DO in the MDO service tank and

OFF position.
In the event of a loss of electrical power during a blackout when the incinerator
is running it is important to start the flue gas fan as soon as possible upon
on
replenish if required.
h) The GREEN lighted button for the door release will now go out restoration of electrical power in order to cool the combustion chamber. Once
indicating that no more solid waste can be loaded. c) Using the display on the operator control panel check the level the power is back on the STOP pushbutton can be pressed, this will start the
in the sludge mixing tank by pressing the SLUDGE TANK flue gas fan after 30 seconds and COOLING will appear in the display.
i) Solid waste can only be loaded into the combustion chamber HEATER pushbutton. It is good practise to transfer any waste
when the GREEN interlock door button is lit. oil to the sludge mixing tank 24 hours before burning to allow CAUTION
nc
for settling. No glass or aerosol cans are to be placed in the combustion chamber
of the incinerator. Solid waste weight guidelines must be followed at all
d) Using the drain valve on the sludge mixing tank drain any water times to prevent the loading chute from being overloaded.
from the tank.
e) Ensure the amount of sludge burnt has reset to zero on the

U
operator control panel and record the total burned amount.
f) Press the SLUDGE pushbutton on the control panel. The

incinerator will initiate the start sequence and the display panel
will read BURNER STAGE 3.

Illustration 2.15.1a Inert Gas Generator In Engine Room

Open Deck
P
Open Deck
y
No.1 Blower In Funnel
op
P
QR47 From Control PI PZA PIC

Air System No.2 Blower
To Deck
System
PIC BN30 BN64
S
C
IGG
DO Tank P
(6.5m3) From DO
Transfer
System
BN8 PC
TI TZA
d
TI TZA
PZA
lle
TI
PI PI PT
Pilot Burner From
QIR 7 kg/cm2
Main Steam System
Burne
r
BN12
o
PZA Combustion QT QIR
Condensate To
Chamber
Atmospheric
LZA Condenser
F1
Fuel Oil
Unit
tr PZA PZA PZA
No.6
W.B.T.
(S)
on
PI PI
tt PI
BN72
BN94
N2
O
2
nc
Key Return To BN93

A
LT Cooling Inert Gas Generator
LT Cooling Water Water System Cooling Water
BN5 BN6
Circulating Pump QA17 QA25 QA24
B.W.L.
Sea Water Supply From (6m3/h)
LT Cooling
Inert Gas Water System B.W.L. P P
U
QA15
Fuel Oil Deck Seal
IGG Jacket Cooling
BN16 Sea Water Pumps 3m3/h
Water Overboard Discharge QA39 QA32 QA16 QA14
Air
QA18 I.G. Scrubber
Sea Water
Saturated Steam Pump
Main Pipe
From Bilge, (280m3/h)
Condensate Ballast and Fire Pump

2.15 Inert Gas Generator Fuel Oil Pump Before ignition or start up of the unit, and with the fuel pump running, all the
fuel flows back to the IGG DO tank via the fuel oil overflow valve. This valve
Maker: Danfoss
2.15.1 Inert Gas Generator also serves to regulate the delivery pressure of the pump.
No. of sets: 2
y
The inert gas plant which is installed in a dedicated room in the engine room, Model: NVBGRM-DC The fuel oil flows to the nozzle of the main burner via two solenoid valves and
produces inert gas which is used to provide a gas explosion protection system two fuel oil regulating valves.
Blower
for the cargo oil tanks and slop tanks. This is achieved by maintaining a slight
op
overpressure in the tanks at all times. Maker: A&N A program switch in the local control panel regulates a series of solenoid
Model: CHAE 245S valves which operate the pilot burner and initial firing operation.
During the discharging of the cargo, liquid pumped out of the tanks is replaced
by inert gas. At all times, pressure of the inert gas in the tanks is maintained The inert gas plant is locally operated. The main burner is ignited by a pilot burner. The main fuel oil burner is of the
slightly above atmospheric pressure. high-pressure atomising type. The fuel is directed to the burner orifice through
tangential slots which ensure that the fuel leaves the burner as a thin rotating
C
The operating principle is based on the combustion of a low sulphur content Working Principle membrane which is atomised just after the nozzle as it mixes with the contra
fuel and the cleaning and drying of the exhaust gases. rotating combustion air.
Inert gas is produced by the combustion of diesel oil supplied by the fuel oil
The inert gas plant includes an inert gas generator, a scrubbing tower unit, pump and air provided by blowers, taking place in the combustion chamber of The capacity control of the unit is arranged so that the burner unit is able to
d
blowers, an effluent water seal, a fuel injection unit, deck seal and an the inert gas generator. move in and out of the casing, as this capacity control movement is taking
instrumentation/control system. place the combustion air slots increase and decrease accordingly, as does the
Good combustion is essential for the production of a good quality soot free low fuel supply and therefore maintaining the correct air to fuel ratio.
lle
Inert gas delivery rate (m3/h) 3,750 oxygen inert gas.
Inert gas composition (% vol) O2 2 to 4%
Inert gas composition CO2 14% maximum The products of the combustion are mainly carbon dioxide, water and small
quantities of oxygen, carbon monoxide, sulphur oxides and hydrogen. The
Inert gas composition CO (max) 500ppm
nitrogen content is generally unchanged during the combustion process and the
Inert gas composition SO2 (max) 50ppm
o
inert gas produced consists mainly of 83% nitrogen and 14% carbon dioxide.
Nitrogen balance to 100% Balance
Inert gas composition ‘soot’ Bacharach 0 Initially, the hot combustion gases produced are cooled indirectly in the
Associated Equipment
tr
combustion chamber by a sea water jacket. Thereafter, cooling of the gases
mainly occurs in the scrubber section of the generator, where the sulphur
oxides are washed out. The sea water for the inert gas generator is supplied by
the inert gas scrubbing pump or from the fire, ballast system.
on
Scrubber Pump
Maker: Shinko The combustion gas is directed out of the IG generator via a demister, where
Model: RVP200M any trapped moisture and water droplets are separated out before delivery to
Capacity: 280m3/h the deck main via a deck water seal.
Deck Seal Pump The inert gas system can supply fresh air instead of inert gas with the same
nc
Maker: Shinko capacity.

Model: HJ40M
Capacity: 3m3/h Burner Description
The combustion air is supplied to the main burner by one of two blowers, each
IGG Fresh Water Cooling Pump
U
supplying 100% of the total capacity of the generator.

Maker: Shinko
Model: VJ40M Fuel (MDO) is supplied at a constant pressure by the fuel pump which has a
Capacity: 6m3/h built-in pressure overflow valve.

Illustration 2.15.2a Inert Gas Generator Control Panels No.2 and 3
I.G.G LOCAL CONTROL

ROOM PANEL 2 I.G.G CARGO CONTROL ROOM
y
PANEL 3
PURGE
ERGENC ERGENC
INSTRUMENT AIR OPEN M M
Y
E
E
op
2114
6021
TO PNEUMATIC EQUIPMENT
DELIVERY
6001 6041
PZA-L PZA-H
1505 2105 2103 2336
FUEL OIL 1012
QIRA
TZA-H 7001 CLOSED
2335
FUEL PUMP 1 OXYGEN OXYGEN ANALYSER
TZA-H
LOW HIGH FAILURE
2312
BURNER
RUNNING
M
1013 FAILURE
PZA-L
1053
OVERBOARD TZA-H
2362
ON STOP GENERATOR STOP
FW LT FLAME
RETURN FAILURE
FUEL OIL 1022 2021/2121
1056 2040 INERT GAS
FUEL PUMP 2 PRODUCTION PURGE
M
AIR PRODUCTION
RUNNING 1023 FAILURE NOT
BURNER
FUEL OIL START CLOSED PURGE VALVE
C
POSITION GENERATOR STANDBY
FOR DELIVERY
AMBIENT AIR 2202
OPEN
2205 PZA-H LZA-H CARGO CONTROL ROOM GENERATOR
BLOWER 1 PZA-L
2321 2322
RUNNING PICA COMMON FAULT
2353
8008 DECK MAIN LINE
M COOL SEA WATER PRESSURE
PZA-L
RUNNING 2203 FAILURE 2011 FW LT COMMON DECK SEAL WATER ERROR REMOTE SOURCE SUPPLY PUMP RUNNING DELIVERY
SUPPLY PZA-L FAULT PRESSURE LOW COMMUNICATION PLC HIGH
2320 VALVE DECKMAIN
AMBIENT AIR 2222 COMMON FAULT 6041 ISOLATING VALVE INERT GAS
2225
2403
BLOWER 2
OPEN OXYGEN HIGH/LOW
M
LOW
RUNNING 2223 FAILURE CLOSED
SEA WATER
POWER FAILURE
d
OVERBOARD
GENERATOR GENERATOR
READY TO STANDBY
START FOR DELIVERY
EMERGENCY STOP LOW - LOW
COOLING WATER POWER POWER EMERGENCY PLC

PUMP RUNNING 24VDC FAILURE STOP BATTERY BURNER COOLING WATER
LOW
RESET ACKNOWLEDGE LAMP TEST VALVES IN CORRECT POSITION
lle
SEAL WATER
OXYGEN ANALYSER
LA-L
6104 DECKSEAL PRESSURE / VACUUM
PZA-L
BREAKER
POWER FAILURE 6121
CALIBRATION OPERATING
INSTRUCTION CHART
RESET ACKNOWLEDGE LAMP TEST EMERGENCY ERROR REMOTE
OVERBOARD
POWER ON COMMUNICATION
PLC
o
SET ESC
OPSIS O2000 2000 tr OFF

OVERRIDE
ON
START DELIVERY
CONTROLLER DECK
MAINLINE PRESSURE
0
50
1
RECORDER
1 - DECK PRESSURE 0-250mBAR
2 - OXYGEN CONTENT 0-5%
100
2
150
3
200
4
250
5%
on
1
W2
0
MODE SELECT
1 - SYSTEM LOCK BLOWER SELECT MODE SELECT STAND-BY
2 - IG PRODUCTION 1 - BLOWER 1 1 - FRESH WATER COOLING START GENERATOR 0 - CANCEL
3 - AIR PRODUCTION 2 - BLOWER 2 2 - SEA WATER COOLING 1 - AUTOMATIC
NORMAL EMERGENCY 1 2 1 2 1
2 3
1 0
1
2
nc
3
PMA
MAIN SWITCH
SMIT SMIT
U
CPU Back-up Battery Inside GAS SYSTEMS GAS SYSTEMS

V0 - PS4 - 201 - MMI

2.15.2 Operation The starting program runs as follows: (Page 21 of the maker’s operating Illustration 2.15.2b Inert Gas Generator Capacity Control Panel
instruction sets out the automatic start-up sequence time period for the plant.)
The operation of starting and stopping of the inert gas generator plant is
undertaken by the engineering department. a) The blower purges the system with air for 60 seconds before the
y
pilot burner is ignited by the spark plug.
a) Open all valves for the associated utilities, i.e. sea water, fuel,
b) The pilot burner is ignited. As soon as the flame is detected the
fresh water cooling, instrument air, overboard discharge valves 1
main burner is started (85 seconds after start-up).
op
etc. Ensure the deck seal is in operation. In normal operations a
deck seal pump is in constant operation supplying the deck seal, c) After flame detection of the main burner and flame stabilise, the
with the second pump arranged as duty standby. Ensure the IGG pilot burner is shut down (90 seconds after start-up). 3
room fan is in operation. 2
d) After approximately five minutes of operation the O2 content
b) Supply electrical power to the inert gas generator panel. should be within limits, at this point the STAND BY selection
Normally the main power switch is left in the ON position in
C
switch can be set to ON (‘1’). W2
order to maintain outputs to the remote panels etc. 1 - IG main pressure.

e) On the SCC control panel the GENERATOR STANDBY
c) Carry out a calibration test on the oxygen analyser. FOR DELIVERY indication light will light up, control is now
2 - Set point value.
taken by the deck officer in the SCC by turning the START 3 - % Modulation position of overcapacity
d) Determine if the burner head assembly is to be fresh or sea
d
DELIVERY switch to the START position. 4 valve; 100 = 100%, overcapacity valve
water cooled; in normal operations fresh water cooling is the fully closed i.e., fully delivery to deck.
preferred method. Ensure the manual three-way valves at the -ve 100 indicates the % value the
burner head are correctly set for fresh water circulation, then Shutting the IGG Plant Down overcapacity valve is modulating at
lle
with the IG main pressure higher than
set the selection switch on the local control panel to FRESH When cargo operations have finished the deck officer will turn the START the set point value.
WATER COOLING.
DELIVERY selection switch to the off position, ‘0’. This will now shut the 5 6
4 - Toggles between set point indication
delivery valve to deck and open the purge valve to atmosphere. and overcapacity valve position.
Note: It is important to avoid contamination of the LT cooling system with
sea water, therefore always visually check that the three-way valves are both The engine room should now be informed that the IGG plant can be shut
5 - Decrease set point value.
o
set correctly. down. 6 - Increase set point value.
e) Ensure that the scrubber pump is set to remote operation.

Pressing the STOP button on the local control panel once will shut down Illustration 2.15.2c ECR Inert Gas Panel
f) If fresh water cooling of the burner head is to be used and the
pump is set to REMOTE operation, start the pump from the
stop/start pushbutton panel in the IGG room. tr
the burner unit but leave the blower running in order to purge the furnace
and uptake. If the stop button is pressed twice in rapid succession then an
emergency stopping of the plant will take place with the burner and fan
IGG ENGINE ROOM PANEL 5
on
stopping immediately.
g) Set the mode selection switch to IG PRODUCTION.
Leave the SW scrubber pump and FW cooling pump running for a minimum of
h) If all of the initiation parameters are satisfactory the 30 minutes in order that the jacket and burner end plate are fully cooled down
GENERATOR READY TO START indicator light will be lit. before stopping the pumps. INSTRUMENT AIR
PRESSURE LOW
POWER FAILURE DECK MAINLINE
PRESSURE
The generator is started by operating the green START button. LOW / LOW - LOW
The complete starting process is fully programmed and safety The overboard discharge valve from the sea water jacket cooling line is located
nc
interlocked.
aft of the control air dryer unit on the starboard side aft, the effluent overboard
i) The purge line to atmosphere is opened when the generator is discharge is located below the floor plate level starboard aft. ICOMMON FAULT OXYGEN CONTENT
FAILURE
started and will remain open until the oxygen content drops to For long standstill periods it is recommended to purge the sea water cooling
within required limits. At this point the supply to deck valve will system with fresh water.
open and the purge valve will close when the SCC change their
U
ACKNOWLEDGE LAMP TEST
selection switch to START DELIVERY. COMMON FAULT

y
op
C
d
lle
o
tr
on
nc
U
Part 3
Main Machinery Control
Illustration 3.1.1a Intergrated Management System Layout

UCS586
UCS587
Wheelhouse Console
y
UCS634/5 GOS UCS630
UCS654/5 GOS UCS650
op
UCS631
UCS651 UMS 2100 BASIC ALARM PANEL Lyngso Marine
220V
220Voc ALARM
ALARM
FIRE
STOP
FAULT
ALARM BAP Bridge UCS41

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

MAN
WATCH CON-
TROL
1 ABC
PRINTER
2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
7 STU 8 VWX 9 YZ Ospace +/-

Lyngso Marine
Cargo Control Room
MAIN-
UMS 2100 BASIC ALARM PANEL
ASSIST ALARM ALARM ALARM ALARM ALARM
DUTY
CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
UCS656
ALARM FIRE FAULT
UCS636
ALARM STOP ALARM
BAP - ECR
C
LIST HORN ACKN.
ADD. DISPLAY ADJUST

NEL NEL
UCS588 UCS589 DEAD

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

ASSIST MAIN- ALARM ALARM ALARM ALARM ALARM
DUTY
NANCE
UCS54 Master
24Vdc UCS128 UCS129

UCS614/5
d
GOS UCS610
Accommodation Area UCS41
24Vdc
UCS631
UCS582/583
220V
lle
UMS 2100 BASIC ALARM PANEL Lyngso Marine
ALARM FIRE FAULT
24Vdc
ALARM
LIST
STOP
HORN
ALARM
ACKN.
BAP - ECR
ADD. DISPLAY ADJUST
UCS53
NEL NEL
UCS644/5 24Vdc DEAD

MAN
WATCH
PRINTER
CON-
TROL
ALARM
GROUP1
ALARM
GROUP2
ALARM
GROUP3
ALARM
GROUP4
ALARM
GROUP5
ESC ENT
Engine Control Room

GOS UCS60 ASSIST
7 STU
MAIN-
8 VWX
ALARM
9 YZ
ALARM
Ospace
ALARM ALARM
+/-
ALARM
GOS Box
DUTY
UCS52 CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10

NANCE
Slave
24Vdc UMS 2100
ALARM FIRE FAULT

ACCOMMODATION ALARM PANEL Lyngso Marine
UCS641 UCS51 ALARM

LIST
STOP
HORN
ALARM
ACKN.
AAP 12
220Voc 24Vdc UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine
o
ADD. DISPLAY
LIST CHAN- S1 S2 S3 S4 DIMMER
ALARM FIRE FAULT NEL
UCS614/5 GOS UCS610

UCS50 ALARM
LIST
STOP
HORN
ALARM
ACKN.
AAP 11
1 ABC 2 DEF
ALARM
GROUP1
ALARM
GROUP2
3 GHI
ALARM
GROUP3
4 JKL 5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
Lyngso Marine
24Vdc
UMS 2100 ACCOMMODATION ALARM PANEL
GOS Box
ADD. DISPLAY
ASSIST S1 S2 MAIN- S3 ALARMS4 ALARM ALARM
DIMMER ALARM ALARM
LIST CHAN- DUTY
TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
ALARM FIRE FAULT NEL CALL
NANCE
UCS49 ALARM
LIST
STOP
HORN
ALARM
ACKN.
AAP 10
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
UCS631
24Vdc UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine
UCS581
tr
DISPLAY
UCS127
ADD.
ASSIST S1 S2 MAIN- S3 ALARMS4 ALARM DIMMER
ALARM ALARM ALARM
UCS646 Chief Engineers Office 220V

LIST CHAN- DUTY
ALARM FIRE FAULT NEL CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE
UCS48 ALARM STOP ALARM

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

UCS580
UCS587 UCS586 ADD. DISPLAY
ASSIST S1
UCS125
LIST CHAN- DUTY
S2 MAIN- S3 ALARMS4 ALARM DIMMER
ALARM ALARM ALARM
NEL CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
ALARM FIRE FAULT NANCE

AAP 08
1 ABC 2 DEF
ALARM
3 GHI
ALARM
4 JKL
ALARM
5 MNO
ALARM
6 PQR
ALARM ESC ENT 24Vdc
UCS124
24Vdc UMS 2100 ACCOMMODATION ALARM PANEL
DISPLAY
Lyngso Marine
UCS 02 A,B,C,D
ADD. MAIN- S3
UCS123
ASSIST S1 S2 ALARM S4 ALARM ALARM
DIMMER ALARM ALARM
LIST CHAN- DUTY
ALARM FIRE FAULT NEL
NANCE
UCS46 STOP ALARM

AAP 07
on
ALARM ALARM ALARM ALARM ALARM ALARM ESC ENT
HORN ACKN.
UCS122
LIST GROUP1 GROUP2 GROUP3 GROUP4 GROUP5

UCS121
ADD. DISPLAY
Gamma Outstation No 2
ASSIST S1 S2 MAIN- S3 ALARMS4 ALARM ALARM
DIMMER ALARM ALARM
LIST CHAN- DUTY
NANCE

AAP 06
1 ABC 2 DEF
ALARM
3 GHI
ALARM
4 JKL
ALARM
5 MNO
ALARM
6 PQR
ALARM ESC ENT
UCS120
LIST HORN ACKN.
Engine Control Room

GROUP1 GROUP2 GROUP3 GROUP4 GROUP5

UMS 2100 LOCAL OPERATOR PANEL
UCS119
ADD. DISPLAY ALARM FAULT
LIST CHAN- ASSIST S1 DUTY

ALARM ALARM ALARM
ALARM FIRE FAULT NEL CALL TE- GROUP6 GROUP7 GROUP8 GROUP9 GROUP10 ALARM STOP ALARM
NANCE LIST HORN ACKN.

AAP 05
1 ABC 2 DEF
ALARM
3 GHI
ALARM
4 JKL
ALARM
5 MNO
ALARM
6 PQR
ALARM ESC ENT
ADD.
LIST
DISPLAY
CHAN-
NEL
ADJUST
CHAN-
NEL
S1 S2 S3 S4 DIMMER
24Vdc
UCS118
DEAD
MAN
PAGE ESC ENT
SELECT UP

ASSIST
CALL
7 STU
MAIN-
TE-
NANCE
8 VWX 9 YZ
STATUS
0 space
CON-
TROL
SET-
TINGS
+/-
PAGE
DOWN
UCS 01 A,B,C,D
ADD. DISPLAY
ASSIST S1
UCS117
LIST CHAN- DUTY
ALARM ALARM ALARM
NANCE
UCS43 ALARM STOP

HORN
ALARM
ACKN.
AAP 04
1 ABC 2 DEF
ALARM
3 GHI
ALARM
4 JKL
ALARM
5 MNO
ALARM
6 PQR
ALARM ESC ENT
UCS116 Alarm
24Vdc UMS 2100 ACCOMMODATION ALARM PANEL
ADD. DISPLAY
Lyngso Marine
ASSIST S1 S2
7 STU
MAIN- S3
8 VWX
ALARMS4
9 YZ Ospace +/-
UCS115
CHAN- ALARM DIMMER
ALARM ALARM ALARM
LIST DUTY
TE-
Printer
ALARM FIRE FAULT NEL CALL GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
Gamma Outstation No 1
NANCE
UCS42 ALARM
LIST
STOP
HORN
ALARM
ACKN.
AAP 03
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
4 JKL
ALARM
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine UCS114

nc

ADD. DISPLAY
ASSIST S1
UCS113
LIST CHAN- DUTY
ALARM ALARM ALARM
NANCE UMS 2100 LOCAL OPERATOR PANEL
ALARM
LIST
STOP
HORN
ALARM
ACKN.
AAP 02
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL 5 MNO
ALARM
6 PQR
ALARM ESC ENT
ALARM FAULT
UCS700
UCS112
ALARM STOP ALARM
GROUP1 GROUP2 GROUP3 GROUP4 GROUP5 LIST HORN ACKN.
UMS 2100 ACCOMMODATION ALARM PANEL
ADD. DISPLAY
Lyngso Marine
ADD.
LIST
DISPLAY
CHAN-
NEL
ADJUST
CHAN-
NEL
S1 S2 S3 S4 DIMMER
220V
UCS111
1 ABC
ASSIST S1 S2 MAIN- S3 ALARMS4
2 DEF 3 GHI 5 MNO 6 PQR
CHAN- ALARM DIMMER
ALARM ALARM ALARM DEAD 4 JKL
UCS701
PAGE ESC ENT
LIST DUTY MAN UP
SELECT
NANCE 7 STU
AAP 01
8 VWX 9 YZ 0 space +/-
ASSIST MAIN- CON- SET- PAGE
CALL TE- STATUS TROL TINGS DOWN
NANCE

ALARM STOP ALARM ALARM ALARM ALARM ALARM ALARM
HORN ACKN. ESC ENT
UCS110
Alarm
ADD. DISPLAY
UCS109
ALARM ALARM ALARM
NANCE

ALARM ALARM ALARM ALARM ALARM ESC ENT
UCS108

ASSIST
CALL
DUTY
MAIN-
TE-
NANCE
ALARM
GROUP6
ALARM
GROUP7
ALARM
GROUP8
ALARM
GROUP9
ALARM
GROUP10
UCS107 UCS810
UCS130 Rotating Light
UCS106
UCS105
U
UCS131
UCS104
UCS202/3. 500/1 UCS811
Horn
UCS100
UCS101
UCS812 Stop Horn
Engine Control Room

3.1 Integrated Management System necessary facilities for use of the alarm system including alarm acknowledge,
duty engineer selection, control of printer etc.
3.1.1 System Overview
The accommodation alarm panel is installed in the cabins of the duty engineers/
y
Maker: Lyngsø Marine officers and in the public rooms. The accommodation alarm panel is used for
alarm signalling and duty call of crew members etc. in the accommodation
areas.
op
Main System Components
The extended alarm display is used together with the basic alarm panel to
The machinery monitoring, alarm and control system can be divided into four extend the amount of information to be displayed simultaneously. (In the
groups: Universal Control System UCS 2100, the function of the extended alarm
• DPS 2100 main engine remote control and safety system display is an integrated part of the Graphic Operator Station (GOS).
C
• DMS 2100 bridge manoeuvring system The alarm/log printers are used for printing the different logs and reports. This
• UCS 2100 universal alarm and monitoring system system contains alarm panels which allow remote alarm annunciation at the
bridge, at the engineers’ cabins and in the public rooms. A printer which logs
• PMS 2100 power management system all the alarms and events is connected to the system.
d
The DPS and DMS 2100 systems are described in detail in section 2.1.2, Main When the system is selected for ‘unmanned machinery space’ any alarm
Engine Manoeuvring Control. condition will activate an audible alarm in the cabin of the engineer who
lle
has been selected on duty, as well as in the public rooms, enabling the duty
The UCS and PMS systems are grouped by the manufacturer under the system engineer to move freely between any of these locations and still be sure to
title: ‘UMS/UCS2100 Universal Alarm and Monitoring System’. receive the alarm. To acknowledge the alarm, the duty engineer must go to
the engine control room. The system contains extended alarm displays which
The systems are all interconnected using an RS485 data bus, any alarms on present more information, giving the operator an improved overview.
a system group will sound common alarms according to the mode selected
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(UMS etc) at the designated control position.
UMS 2100 System Overview

The system is formed by a number of standard hardware units as shown in
Illustration 3.1.1a. tr
on
• Outstations with Local Operator Panels
• Basic Alarm Panels
• Accommodation Alarm Panels
• Extended Alarm Display
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• Alarm / Log printer
The outstation is equipped with a Gamma computer which handles the

functions of the alarm detection, and additionally one of the outstations controls
the alarm panels (basic alarm panels and accommodation alarm panels). The
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outstation is supplied with local operator panels, which provide the operator
with alarm information directly on the front of the outstation.
The basic alarm panel is normally installed on the bridge, in the ship`s control
centre and in the engine control room. It provides the operator with all the

Illustration 3.1.2.a Operator Stations
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EAD - [Trend Log - FO TANK TEMP - 10 min.] UCS/UMS 2100 LT 2004-05-29 15:24:29
File Trend Shortcuts View Window Help
Alarms: Watch: 1 ECR / UNATTENDED

Manual Suppresions: Duty: 6 2ND ENGINEER
Unack'ed Alarms: Backup: - NONE
Acknowledge
Oldest Unack. Alam:
F Alarm List
+150.0 2
F Group
+130.0 3 Overview
F Group
+110.0
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4 Display
Bridge +90.0
F Additional
5 List
+70.0 F Event Log

6
+50.0 F Trend Log

7
+30.0 F Display
8 Channel
+10.0
F Bargraph
9
-10.0
F Thermonitor
2
-30.0
F Journal
3
-50.0
12:12:00 F Alm. Sys.
LT 5 Status
2004-05-29
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F System
7 Status
LyngsoMarine
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Chief Engineer's Office F2 Alarm List F5 Additional List F9 Bar graph
F3 Group Overview F6 Event Log F11 Stop Horn
F4 Group Display F7 Trend Log F12 Acknowledge Alarm
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F8 Properties
Function Keys
tr F2 F3 F4 F5 F6 F7 F8 F9 F11 F12
on
Ship’s Control Centre
Master Slave
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Engine Control Room

3.1.2 Operator Stations Alarm Handling Operations Unacknowledged Alarm within a Display Channel Diagram
a) Left click on the ‘!’ icon.
The Graphic Operator Station (GOS) is basically a personal computer The following is a description on carrying out the most common alarm
approved for marine use. The various displays feature a wide range of handling tasks:
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machinery components made up of standard function blocks. The blocks are Reports and Data Collection Logging
a combination of graphical symbols and corresponding control programs and
Open Alarm List
include a process interface and a man/machine interface. Daily, monthly and yearly reports are available as standard based on
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a) Left click on the ALARM LIST soft key in the menu on the compressed data from the log. To generate a daily report the data is compressed
Operation is by using the trackball device to control the position of a cursor right of the screen or press the F2 function key. further to provide values for each hour. Detailed reports show the 60 values for
and pointing at a symbol. The activation pushbutton (left) will then activate a each hour plus the total values for a day. Reports can be printed out on request
pop up menu of available commands. The right button will acknowledge and Open Lists for Cut Outs, Simulation, Sensor Fail or Device Fail or at specified times. Other reports may be user configured. Data may also be
open ‘display channel’ dialogue. exported in DIF file format for analysis using other PC applications.
a) Left click on the ADD. LIST soft key in the menu on the right
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Operator workstations have facilities for the display of logged data as trend of the screen or press the F5 function key. Analogue and binary parameters may be logged on the operator station hard
curves and they can be used to generate reports. These reports, trend curves drive for later analysis. All condition changes of parameters and values, defined
and other screen displays can be printed on request. Open Alarm Group Diagram to be logged, covering the previous 24 hours, are stored for 30 days.
Most important alarm lists are listed in the main menu and are opened by left
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The GOS has the facility to display information such as lists for alarms,
clicking on the group title text label. If the group name is not shown: Printers and Screen Dumps
suppressions (cut-outs), analogue values and alarm limits.
Printers connected to each operator workstation allow for the printing of:
a) Left click on GROUP OVERVIEW (F3) in the menu bar or
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Alarm System select GROUP DISPLAY (F4). • Hard copy of the total screen including all windows
Alarms relative to the controlled machinery are displayed on the group display • Hard copy of the active window of the screen
selected and alarm group screen images with an indication of the alarm state b) Select alarm group from the drop down menu.
• Hard copy of trend curves
and the cut-out state. A steady red square indicates an acknowledged alarm, a
c) Left click on the OK button. • Daily, monthly and yearly reports
flashing red square indicates an unacknowledged alarm and a light blue square
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indicates a cut-out. By pointing and clicking on the square the actual process • Trend values in tabulating form
state can be read. When an alarm occurs, the label for the relevant system Stop Horn
• System documentation
flashes on the overview display.
In the alarm list, the overview of all the present machinery alarms, suppressions
and system failures can be seen. Alarms are presented as alarm lists and alarm tr
a) Left click on the STOP HORN button in the header or press the
F11 function key, or press the STOP HORN pushbutton on the
basic alarm panel.
• Event log
The Alarms and Main Events are printed on the text printer directly connected
on
groups; there are many groups and these link all associated alarms covering a to a Gamma computer, which is related to the UMS 2100 alarm handling
particular operational area. Acknowledge the Oldest Unacknowledged Alarm function of the system.
a) Left click on the ACKN. soft key in the header or press the F12
Alarm Handling from Graphic Operator Stations function key. The Thermonitor (Relative Measuring System)
The thermonitor function is a relative measurement system for supervision of,
Acknowledgment of alarms is carried out at the alarm watch station and must Acknowledge Alarms
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for example, the exhaust gas temperatures of the main engine cylinders with
be preceded by silencing the alarm horn by pressing the STOP HORN function individual alarms for high temperature, high mean value and an alarm for large
a) Right click anywhere on the alarm line, left click on
key on the keyboard. The oldest unacknowledged alarm is always on display deviations from the mean value. The display presentation includes an overview
ACKNOWLEDGE on the drop down menu or left click
in the header. Acknowledgment is by pressing the ACKNOWLEDGE function diagram for all of the cylinders and two graph-diagrams each presenting up to
anywhere on the alarm line, select alarm and acknowledge by
key. Alarms from the alarm list can be acknowledged by pointing and clicking five cylinder temperatures.
left clicking on the ‘!’ icon.
using the mouse.
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The thermonitor screen can be selected either by the keyboard function key or
Unacknowledged Alarm within a Mimic Diagram from the screen menu.
a) Right click on the icon in alarm, left click on ACKNOWLEDGE
on the drop down menu.

3.1.3 Screen Displays Thermonitor Display Mode The possible states for an alarm channel are as follows:
Up to 16 thermonitors (temperature measurements) may be contained within
The extended alarm display of the graphic operator stations is divided into two the UMS 2100. Data gathered may be processed and displayed in a graphical State Appearance Description
parts; a header window and a selectable working area window which will be a form such as bar graphs but the system is also able to process the temperature NORM Steady Green Alarm channel in normal state
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control overview or an alarm list. Part of the header is the menu bar which is to determine average temperatures and deviations from an average, maximum, ALM Flashing Red Unacknowledged alarm: Priority 1
located vertically on the right hand side of the screen. The menu bar and header minimum or other temperature condition.
with status information are always present. For enhanced safety the header ALM Steady Red Acknowledged alarm: Priority 1
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constantly displays the most essential information from the alarm system, ALM Flashing Magenta Unacknowledged alarm: Priority 2
Channels (data inputs from sensors such as cylinder exhaust) may be selected
independent of the actual control assignment, such as: for thermonitor operations may be selected when the thermonitor drop down ALM Steady Magenta Acknowledged alarm: Priority 2
• Oldest unacknowledged alarm window appears on selection of the ‘Thermonitor’ option in the menu. ALM Flashing Yellow Unacknowledged alarm: Priority 3
ALM Steady Yellow Acknowledged alarm: Priority 3
• Number of present and unacknowledged alarms
3.1.4 Alarm Display FAIL Flashing Red Unacknowledged alarm: Sensor fail
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• Number of present manual suppressions (inhibited alarm
FAIL Steady Red Acknowledged alarm: Sensor fail outside
channels) range
The alarm display is a display of all standing alarms both acknowledged
• Actual watch station, duty officer and backup officer and unacknowledged. The system can include from 1 to 4 systems (bridge, NORM/CA Steady Blue Standing alarm: Suppressed/Cut out
• Date and time machinery etc), each alarm system has its own alarm list. ? Steady White GOS/GAMMA Computer hardware
failure
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Below the header is the main screen which is used to display alarm lists, Up to 20 alarms can be displayed on the screen, if there are over 20 alarms the
graphs, bar graphs, thermonitor, etc,. A list of available displays is given at the actual number is shown in the bottom of the display. There are also lists for alarm suppressions and alarm failures.
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right of the screen and the display may be activated by left clicking on the soft
key for that display. The colour of the alarm text is normally green with the alarm ‘state’ text in
red (if priority 1 alarm) or magenta (if priority 2) or yellow (if priority 3). A Display Channel Diagram
Function keys act as shortcuts and allow for rapid movement through the various right click on the alarm brings up a small menu with two texts: DISPLAY This displays detailed information of an alarm channel and it is possible to
screens. Use of a function key is possible when any screen is displayed. CHANNEL and ACKNOWLEDGE. Left clicking on ACKNOWLEDGE adjust some parameters although these are password level 1 protected. The
allows the alarm to be acknowledged or if not possible, the text is shown display channel diagram includes the following:
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F2 Alarm List in grey (already acknowledged or horn not silenced etc). Left clicking on
F3 Group Overview DISPLAY CHANNEL opens the display for the particular system the alarm Type: Analogue or Binary
originates from. Detailed alarm information, such as delays and limits etc., is
F4 Group Display
F5 Additional List
F6 Event log tr
also shown.
Trend Displays
Alarm system
Outstation
Address
Name of alarm system to which the channel belongs
Name of the outstation where PLC is located
Address number for PLC
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F7 Trend Log One to five graphs for supervised parameters can be displayed in the same The channel parameters are also shown here and may include:
trend display with individual colour and measuring scale. The individual
F8 Display Channel
colour is used to separate the ID number, the measuring scale, the trend curve, Limit Binary has 1 limit, analogue may have 3 for an alarm
F9 Bargraph and the digit valve for each measurement. See Section 3.1.5. and 4 for an event
Type Binary/low limit/high limit
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Although the alarm lists are used extensively, other screens can be displayed Message Message text
Alarm Groups
at the operator workstation and these assist in interpretation of operating data.
An alarm group is a list of alarms for one machinery component (independent Prio Alarm channel priority
Trend displays, bar graphs and thermometry information can be displayed.
These screens can be customised by configuring the information which is of alarm state). Up to 100 alarm groups are available. The list is sorted Value Limit value for analogue channels
displayed. alphabetically after the I.D. Delay on/off Delay times/adjustment etc
M.cut Manual cut out on/off, adjustment etc
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Pop-up windows display messages to the operator and some dialogue boxes
also appear as pop-up windows. Using these the operator may make selections
as required.
Final Draft No.1. July 2008 Section 3.1.3/4 - Page 1 of 1

3.1.5 Trending The graph can be retrieved by clicking the element name once more or for all
by clicking at a field placed just to the right for all the graph names. Being
The system can display one to six graphs for parameters under analysis in able to deactivate one or more graph displays can, for example, be helpful in
the same trend display with individual colours and measuring scales. The situations where two graphs completely or partially cover one another, or in
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individual colour is used to separate the ID number, the measuring scale, the situations where one of several graphs is desired to be examined more closely
trend curve and the value for each measurement. or even printed separately.
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Trend curves showing values for the previous 24 hours (maximum 4 days) Illustration 3.1.5a Trending Display
or part of that period, are based upon the continuously logged data. A Trend
display for a period exceeding the last 24 hours (maximum 4 days) are based EAD - [Trend Log - FO TANK TEMP - 10 min.] UCS/UMS 2100 LT 2004-05-29 15:24:29
upon the compressed values. The time interval for displayed data points may File Trend Shortcuts View Window Help
be changed as required.
Alarms: 1 Watch: ECR / UNATTENDED
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Parameters for trending may be set in groups during configuration of the Manual Suppresions: 6 Duty: 2ND ENGINEER
system with up to six parameters (such as cylinder exhaust temperatures) being Unack'ed Alarms: - Backup: NONE
selected for a trend group which is given a title, such as ME Exhaust, and this Oldest Unack. Alam:
Acknowledge
group is then stored. The group may be selected at any time from the pop-up
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window which appears when trending is selected. A number of graph trend F Alarm List
groups can be configured, each one displaying graphs of up to 6 variables of +150.0 2
predetermined element values. F Group
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+130.0 3 Overview
If the operator selects one or more elements, the graph diagram will
automatically include these. (More than one element can be selected by +110.0
F Group
4 Display
keeping the [shift] key pressed when selecting the elements). Regardless of
how it is opened, a graph window has a fixed position and size on the screen. F Additional
+90.0
5 List
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The graphical images can be particularly helpful in identifying and analysing F Event Log
+70.0
the operating disruptions. 6
Start Time and Window Period for Graphs

After opening a graph window, the operator may change the time interval tr+50.0
+30.0
F Trend Log
7
F Display
on
for displayed data from the SET TIME option. This enables the operator to 8 Channel
see short or long term trends in monitored parameters as required. Short term +10.0
F Bargraph
trends are useful if an operating condition has just been changed and it is 9
necessary to determine the effects of that change. Long term trends allow the -10.0
operator to check the deterioration in operation of monitored systems. F Thermonitor
2
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-30.0
A start time which goes back in time up to 90 days can be determined but this F Journal
requires that the relevant data is still accessible on the hard disk. 3
-50.0
12:12:00 12:32:00 12:52:00 13:12:00 13:32:00 13:52:00 14:12:00 14:32:00 14:52:00 15:12:00 15:32:00 F Alm. Sys.
LT 12:22:00 12:42:00 13:02:00 13:22:00 13:42:00 14:02:00 14:22:00 14:42:00 15:02:00 15:22:00
Changing the Presentation of a Graph Display
5 Status
2004-05-29
During monitoring, the display of the graphs can be changed in a number of F System
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+ 4 9 . 4 ° C N O . 2 F. O . B U N K E R ( P ) H . T E P M + 2 0 . 4 ° C N O . 1 F. O . B U N K E R ( P ) H . T E P M 7 Status
different ways. The display of one or more of the (up to six) graphs can be + 9 8 . 5 ° C F. O . S E RV I C E TA N K T E M P. + 1 9 . 9 ° C N O . 1 F. O . B U N K E R ( S ) H . T E M P
removed from the graph window. This is done by clicking the element name
+ 7 1 . 8 ° C F. O . S E T T I N G TA N K T E M P. + 3 5 . 3 ° C N O . 2 F. O . B U N K E R ( S ) H . T E M P
in the window. The name will now be displayed with a weak type, and the
accompanying graph is closed.

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

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

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

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

Illustration 3.2a Engine Control Room Console
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12 15 16 20 23 25 47 48
2 38 45
12
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11 1
min 7 8 9 10 2
4 5 6
3 4 5 x10 Nm
1 2 3
9 3
8 4
1 13 17 18 26
x10 Km
* 0 _
7 5 49 50 58 59
6 F U RU N O
6 7
46 0.0
SPEED STW
kt MENU ENT
24 353 . 92
DISTANCE STW
DISP DIM
*
21
DISTANCE INDICATOR nm
DS-840 PWR
1 2 4 7 7 2 1 2
8 14 19 27 39 41 42 52 53
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GGGG
@ @
@
@ @
@ @
22
GGGG
@
@
@
@
@
@
Lyngso Marine
GGGG GGGG GGGG GGGG
GGGG GGGG GGGG GGGG

GGGG
GGGG
43 OFF
44 OFF
@ @
OPEN CLOSED OPEN CLOSED
51
OMRON FSFASF
Salwico CS3004
POWER ON
OFF AUTO RUN
AHEAD FIRE SEC 2 DET 13 1 (1) DISCONNECTION
FIRE 2 13 ECR TEST......

ALARM TRANSFER
40
SECTION DETECTOR
Navigation Full 125 MENU
EXTERNAL ALARM
DELAY OFF.....
Full 100 SYSTEM FAULT..
F1 F2 F3 F4
Half 85 ABNORMAL COND.
ALARM MUTE
Slow 65 ALARMS IN QUEUE 7 8 9 S SECTION EA
EXTERNAL FAULT
ALARM
Dead Slow 35
EXTERNAL
4 5 6 D DETECTOR EC M MUTE
66 67
CONTROL
65 Dead Slow 35
EXTERNAL CONTROL
ACTIVATED
ALARM RESET
1 2 3 SD
SMOKE
DETECTOR AD
ALARM
DELAY R RESET
d
SECTION / DETECTOR
Slow 65 NOT RESET 0 ON OFF TIMER LIST
Half 85
Full 100
Navigation Full
ASTERN
N/A
64
63
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11 28 29 30
Automatic Telephone and Public Address Index ACM48
Group
1
Ext
No LOCATION
101 W/H Console
Group No
Ext
LOCATION
1,4 131 Steering Gear
61
1 102 Radio Space 1,4 132 Working Room
UMS 2100 BASIC ALARM PANEL Lyngso Marine 1,2 103 Bridge Wings 1 133 SP Corridors
DMS 2100 BRIDGE MANOEUVRING SYSTEM Lyngso Marine DPS 2100 ENGINE SAFETY SYSTEM Lyngso Marine EGS2000 EGS2000 GOVERNOR SYSTEM Lyngso Marine 1,3 104 Captain Room 1 134 SP BRG Wings
1,3 105 1st ENG Room 1,4 135 Spare Officer E
ALARM FIRE FAULT 1,3 106 Chief ENG Room 1,4 136 Crew A
BAP - ECR
ALARM FAULT ALARM FAULT ALARM FAULT 1,3 107 Chief OFF Room 1,4 137 Crew B
ENGINE SAFETY SYSTEM
1 108 Conference Room 1 138 Crew C
54
ALARM STOP ALARM
SYSTEM OK
LIST HORN ACKN.
ALARM STOP ALARM ALARM STOP ALARM BLOCKED 1 109 Pilot Room 1 139 Crew D
LIST HORN ACKN. LIST HORN ACKN.
ACTUAL SPEED: 65 RPMt 1,3 110 OFF Spare D 1,3 140 Crew E
1,2 111 FWD Mooring 1,3 141 Crew F
DISPLAY ADJUST
ADD.
LIST CHAN- CHAN- S1 S2 S3 S4 DIMMER 1,2 112 AFT Mooring 1,3 142 Crew G
MAIN EDIT EDIT MENU MAINT
NEL NEL STATUS
LIST
S1 S2 S3 S4 DIMMER S1 S2 S3 S4 DIMMER
STATUS
LIST
TEST ALARM
ACKN.
HAYES! 1,3 113 2nd Engineer 1,3 143 Crew H
1,3 114 Officer Spare C 1,3 144 Crew I
DEAD PRINTER ALARM ALARM ALARM ALARM ALARM
1,3 115 1st Officer 1,3 146 SAT-B
WATCH ENT 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
MAN CON-
TROL
BRIDGE ECR EMERG ALARM ALARM ALARM ALARM SLOWD. SLOWD. SLOWD. AUTO
1,3 116 Officer Spare B 1,3 147 W/H Alarm Console
ESC ENT ESC ENT ESC ENT
CTRL CTRL CTRL GROUP2 GROUP3 GROUP4 GROUP5 ACTIVE CANCEL RESET SELECT 1,3 117 2nd Officer
7 STU 8 VWX 9 YZ Ospace +/- 1,3 118 Ship ASS A 1 84 General Call
ASSIST DUTY
MAIN-
TE-
ALARM ALARM ALARM ALARM ALARM
7 STU 9 YZ Ospace
8 VWX +/- 9 YZ 8 VWX
z
1,3 119 Ship ASS B 2 85 Group No. 2
CALL GROUP6 GROUP7 GROUP8 GROUP9 GROUP10
NANCE SEA STAND F.W.E. ALARM ALARM ALARM ALARM SHUTD. SHUTD. RPM POWER MODE 1,3 120 Off A 3 86 Group No. 3
MODE BY GROUP7 GROUP8 GROUP9 GROUP10 ACTIVE
1,3 121 Officers Smoke 4 87 Group No. 4
1
1,3
1
1
1
122 Crew’s Dayroom
123 Chief Steward
124 Duty Mess
125 Dining Room
126 Galley
5 88 Empty
99 Answer Paging
801 Program Radio-Cas
800 Program Off
60 GHGgggghhghbhgghghga
GHGggggh
9
1 127 Ship’s CON Room 70 Station Reset
1 128 Hospital 783 Set Volume GHGgggghhghbhggh
34 33 32 1
1,4
129 Gymnasium
130 E.C.R.
7883 Wake-up Call
785 Set Time Date
GHGgggghhghbhgghghga
GHGgggghhghbhgghghga
Hgtdshshshsadsa
56 GHGgg
o
Hgtdshshsh
31
GHGgggghhghbhgghgh
Hgtds
Hgtdshshsh GHGgggghhghbhgghghga
Hgtdshshshsadsa
Hgtdshshshsad Hgtdshshsh hbhgghghga
Hgtdshs GHGgggghhghbhgghghga
Hgtdshshsh GHGgggghhghbhggh
Hgtdshshshsadsa GHGgggghhghbhgghghga
Hgtdsh
INSTRUCTIONS EXT. No 2
INST R UCTIONS
INST R UCTIONS
INST R UCTIONS
INST R UCTIONS
1 2 3 2 INST R UCTIONS
4 5 6 5
10
tr 37
62 55
7 8 9
8
INSTR
UCTIONS
57
VINGTOR
Marine a.s
10
on
35 36
1. Lyngsø Marine Monitor 2100 - 7 18. Main Engine LO Camshaft Pressure 35. Main Engine Control Lever (Bridge) 52. Auxiliary Boiler Burner On
2. 220V MSB/ESB Power Available Indicators 19. Main Engine Piston Cooling Oil Inlet Pressure 36. Main Engine Control Lever (Engine Room) 53. Auxiliary Boiler Emergency Stop
3. AC 220V Power from Main Switchboard 20. Main Engine RPM 37. Bridge/ ECR Control Changeover Switch 54. Automatic Telephone and PA Index
4. AC 220V Power from Emergency Switchboard 21. Main Engine Rev Counter 38. Main Engine Output Monitor 55. Automatic Telephone and PA System Panel
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5. DC 24V Power On 22. Main Engine Panel 39. Fuel Oil Viscosity Indicator 56. Automatic Telephone
6. Steering Gear No.1 Running 23. Main Engine Turbocharger RPM 40. F.O Indicator 57. Intrinsically Safe Telephone
7. Steering Gear No.2 Running 24. FO Pump Index 41. High Sea Water Suction Open/Close Indication 58. Alarm Monitor
8. Rudder Angle Indicator 25. Main Engine Starting Air Inlet Pressure 42. Low Sea Water Suction Open/Close Indication 59. Speed Log Repeater
9. Keyboard 26. Main Engine Control Air Inlet Pressure 43. High Sea Water Suction Switch 60. Keyboard
10. Trackball 27. Main Engine Scavenger Air Inlet Pressure 44. Low Sea Water Suction Switch 61. Printer
11. UMS 2100 Basic Alarm Panel 28. DMS 2100 45. Engine Room Clock 62. Slowdown Override
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12. Main Engine Jacket Cooling Water Inlet Pressure 29. DPS 2100 46. Clock Adjuster 63. Manoeuvering Speeds Table
13. Main Engine Jacket Cooling Water Inlet Temperature 30. EGS 200 47. Exhaust Boiler Steam Pressure 64. Engineer’s Call Button in Engine Room
14. Main Engine Cooling Water Inlet Air Cooler 31. Instruction Panel 48. Exhaust Boiler Water Level 65. M.A.C. No.3
15. Main Engine LO Inlet Temperature 32. Manual RPM Reduction 49. Auxiliary Boiler Steam Pressure 66. M.A.C. No.2
16. Main Engine LO Inlet Pressure 33. Main Engine Remote Control Failure 50. Auxiliary Boiler Water Level 67. M.A.C. No.1
17. Main Engine FO Inlet Pressure 34. Lamp test 51. Consilium Fire Alarm Remote Panel

3.2 Engine Control Room, Console and Panels • Fuel oil viscosity control
• MDO/HFO in use indicator lights
The engine control room is situated on the port side of the upper platform of
the engine room, where all the necessary equipment and controls are located • High/low sea water suction valve control switches
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to permit the centralised supervision of machinery operations. Automatic and • Engine room clock
remote control systems are provided to allow the machinery spaces to run
unattended at sea and in port during cargo operations. • Auxiliary boiler and exhaust gas boiler steam pressure and
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water level indicators
It contains the following: • Auxiliary boiler emergency stop pushbutton
• Main engine control and operating console • Ship performance monitor
• Main switchboard • Ship speed log repeater panel
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• Computer workstations • Alarm printer
• UMS2100 remote control system cabinet and UCS2100 panel
The main switchboard contains:
• DMS2100 remote control system cabinet
• Diesel generators input and power management panels
• Inert gas generator alarm repeater panel
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• Main 440V and 230V power distribution panels
• Instruction books cabinet and shelves
• Air conditioning unit
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• Safety plan posters
• Two spare life jackets
• One EEBD unit
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The main engine control and operating console contains:
• Two UMS monitor screens with keyboards and mouse
• Local operator stations for:
•
•
UMS2100
DMS2100 tr
on
• DPS2100
• EGS2000
• Main engine telegraph lever (bridge control)
• Main engine manoeuvring control lever (engine room control)
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• Automatic telephone, sound powered telephone and talkback

telephones
• Rudder angle indicator
• Fire alarm panel
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• Temperature and pressure gauges for the main engine air,

lubricating oil and fuel oil systems
• Main engine rpm counter
• Main engine monitoring panel

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Part 4
Emergency Systems
Illustration 4.1a Engine Room Fire Hydrant System

To Accommodation
To Deck Wash and Areas
Fire System
To Foam
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Fire System To Cleaning
From Emergency Cargo Tank
Fire Pump System
Foam Room
op
Upper Upper Deck
Platform
Steering Gear Port Aft
Compartment
C
Upper Upper Upper
Platform H Platform Platform
Starboard Aft H FS Port Forward Starboard Forward
d
Lower Lower
Platform Platform
H Lower Lower
Starboard Aft Port Aft
H Platform Platform
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Port Forward Starboard Forward
o
Floor
QD28 QD27
FS
Floor
Port Aft
tr QD37
Port Forward
QD39
H Floor
on
Starboard Forward
H
QD25 QD26
Bilge, Ballast and
Key
Fire Pump
Floor
QD23 160/280m3/h
Starboard Aft
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Fire/Deck Water
QD31
Main Fire Pump QD30 QD35 QD34 Sea Water
160/280m3/h
Aft Peak
QD42 Bilges
QD32 QD33
QD40 QD29
U
H Hose Box

Port Forward Well Fire Hydrant
QD45
Emergency Supply to Foam Station with Hose, 2 x 25 litre
IGG Plant FS Foam Compound, Foam Branch
QD20
Bilge Main Applicator with Dip Tube
Suction

4.1 Fire Hydrant System The pumps in the engine room take suction from the main sea water crossover c) All fire hydrant outlet valves must be closed.
line in the engine room, the suction for the emergency fire pump is from its
own sea chest in the emergency fire pump room. The emergency fire pump sea d) Set up the valves as shown in the table below:
Bilge, Ballast and Fire Pump
chest is fitted with a connection for weed and steam blowing.
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Maker: Shinko
Engine Room
No. of sets: 1 The emergency fire pump supplies the fire main only. It is an electrically driven
Model: RVP 200MS self-priming vertical centrifugal pump and is situated in the emergency fire Position Description Valve
op
pump room which can only be accessed from the poop deck. The power supply Open Main fire pump sea suction valve QD28
Capacity: 160/280 m3/h
for this pump is taken from the emergency switchboard.
Open Main fire pump discharge valve to fire main QD37
Main Fire Pump The pumps can be started and stopped from the following locations: Locked Closed Main fire pump bilge suction valve QD25
Maker: Shinko Closed Main fire pump discharge valve to overboard QD30
• Locally, plus at the entrance to the emergency fire pump
Closed Main fire pump suction valve from ballast tanks QD31
C
No. of sets: 1 compartment (emergency fire pump only)
Model: RVP 200MS Open Bilge, ballast and fire pump sea suction valve QD27
• Ship’s control centre in the fire station area
Capacity: 160/280 m3/h Open Bilge, ballast and fire pump discharge valve to QD39
• Wheelhouse, below the main fire detection control panel fire main
• Foam room, except the emergency fire pump Locked Closed Bilge, ballast and fire pump bilge suction valve QD26
d
Emergency Fire Pump
Locked Closed Bilge, ballast and fire pump direct bilge suction QD23
Maker: Shinko • ECR main switchboard at the 440V group starter panel for each
valve
pump, except the emergency fire pump
No. of sets: 1 Closed Bilge, ballast and fire pump discharge valve to QD34
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Model: RVP 130MS Located in close proximity to the two aft fire hydrants on the floor level and overboard
Capacity: 72 m3/h adjacent to the starboard aft upper platform area are foam station boxes. Each Closed Bilge, ballast and fire pump suction valve from QD35
foam station box contains a hose, 2 x 25 litre foam compound and a foam ballast tanks
branch applicator with dipper tube. Open Emergency fire pump suction valve
Introduction
o
Open Emergency fire pump discharge valve
The fire and wash down main runs the full length of the vessel and is branched
The above pumps can supply sea water to the following services:
off to the fire hydrants, which are located so that two jets can be directed onto
• The fire hydrants in the engine room the fire source. Deck
•
•
The fire hydrants on deck
The fire hydrants serving the accommodation block tr
Isolating valves are positioned along the main deck, between each set of
hydrants on the fire main line.
Position
Closed
Description
Supply valves to focsle services
Valve
on
Closed Port hawse pipe supply valve
• The fire hydrants in the pump room
Closed Starboard hawse pipe supply valve
• Ballast/void space eductor drive Preparation for the Operation of the Fire Hydrant System
• Main foam system Foam Room
a) Set the suction and discharge valves of the bilge, ballast and
• Hawse pipe anchor wash fire and the main fire (GS) pumps for supplying sea water to
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• Forward bilge eductors the fire main. The description assumes that the sea water main
is already connected to the sea via the low suction. Open Isolating supply valve to deck
• Emergency supply to inert gas generator scrubber Open Supply valve to main deck fire main
• Water to the tank cleaning system Ensure the bilge suction valves for these pumps are positively Open Supply valve from emergency fire pump
shut to ensure that no bilge water can be discharged into the fire Open Supply valve to the accommodation areas
• Filling the residual tank main.
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All of the above pumps are ready to be started remotely from the locations as
The main fire pump and the bilge, ballast and fire pump are permanently set Ensure the emergency fire pump suction and discharge valves previously indicated.
up for the fire and foam main service with the discharge and suction valves are open.
open.
b) All of the intermediate isolating valves along the fire main on
the upper deck must be open.

Illustration 4.1b Fire Hydrant System - Deck

D Deck
H H
y
C Deck
H H To Swimming Pool
op
B Deck
H H
A Deck
H H
C
H
d
H
Focsle
H
lle
To Bosun’s H
Store for Bilge
H H H H H H
Educting Drive
and Hawse Pipe
Wash
To Ballast Pump
o
H Room Bilge Eductor
Focsle H
tr To Residual
Tank
H
Foam Room
H
on
To Foam
System
To Cargo Tank
Cleaning System
Emergency Fire
Pump
(72m3/h)
nc
To Engine Room Weed Blow Connection,

Fire Hydrants Steam and Air
Key
QD30 QD34
U
Deck Fire Water
Emergency Fire
QD37 QD39
Pump Sea
Bilge
Chest
Main Fire Bilge, Ballast & Fire
H Hose Box Pump Pump
(160/280 m3/h) (160/280 m3/h)

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

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

Illustration 4.2a CO2 Flooding System A. Pilot Cylinders D E

B. CO2 Cylinders For For For IGG
Engine Room Pump Room For ECR Room
C. Release Box
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D. Control Valve No.1 for Gang Release
E. Control Valve No.2 for Distribution Valve
C
op
CO2 Room
Control Cylinders
16 17
D E 20 20
IGG Cylinders
C
Pump Room Cylinders
Fire Control Station 24 24
ECR Cylinders
C
Vent Stop
to ESB / MSB
d
For Engine For Pump For ECR For IGG Control
Room Room Room Cylinders Power Supply
(AC 24V)
Junction Box ECR Console
lle
P
P P P RL
IGG Room
A B A B A B
o
Ballast Pump Inert Gas
Room and ECR Generator Engine Room
Room
4 Cylinders
tr
3 Cylinders
Engine Control
Pump Room
RL
RL
on
Room (ECR) RL
RL
Engine Room, Engine Control Room, Inert Gas Generator Room or RL
Pump Room Release from Remote Release Box or from CO2 Room Key
1. Open Release Box door (C) to the room on fire. CO2 Pipeline
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2. Confirm that all personnel have left the room.

3. Open the valve on one of the control cylinders. Control Line
4. Open Control Valve No.1 (D) for main gang for the room on fire. Pilot Line to
5. Open Control Valve No.2 (E) for the distribution valve operation cylinder for the room on fire. Distribution Valve
Electrical Signal
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CO2 Nozzles
Engine Room, Engine Control Room, Inert Gas Generator Room Air
or Pump Room Emergency Release from CO2 Room CO2 Nozzles

Check Valve
CO2 Nozzles
1. Open the Distribution Valve (C) manually to room on fire.
Air Supply P
2. Open the required number of CO2 Cylinders (A) + (B) to the room on fire. Distribution Valve

4.2 CO2 Flooding System FO feeder units No.1 and 2

WARNING
FO feeder units control panel
Release of CO2 into any space must only be considered when all other
Introduction options have failed and then only on the direct instructions of the Chief Incinerator
y
Engineer, who will have consulted the Master. 42D power distribution board
Dependent upon the application, CO2 is normally employed at levels of Hydraulic power pack control panel
between 35% and 50% by volume to produce an oxygen deficiency and thus
In the Event of Fire in the Engine Room
op
extinguish a fire. This level of oxygen reduction is also capable of causing
asphyxiation. Fixed systems are, therefore, designed to include safeguards ESS-5
a) Obtain the key from one of the master keyholders.
which prevent the automatic release of the CO2 whilst the protected area is No.1, No.2 and No.3 generator engines
occupied. CO2 is not generally regarded as having a high intrinsic toxicity and b) Go to the master control cabinet located in the CO2 room or fire
is not normally considered to produce combustion products in a fire situation. control station. ESS-6
CO2 may cause low temperature burns when in contact with the skin. In such
C
cases the affected area should be thoroughly irrigated with clean water and c) Ensure all personnel have evacuated the engine room and have (Cargo and inert gas system)
afterwards dressed by a trained person. been accounted for. No.1 and No.2 inert gas fans
IGG FO pump
The CO2 cylinders should be located in areas where the ambient temperature d) Close and check that all doors, hatches and fire flaps are shut.
will not exceed 46°C; cylinders must not be stored in direct sunlight. All main Ballast pump room fan
d
cylinders are located in the CO2 room on the port side of the ‘A’ deck aft. The e) Stop the main engine, generating engines and auxiliary boiler. No.1, No.2, No.3 and No.4 hydraulic power packs
cylinders are fitted with safety devices to relieve excess pressure caused by
high temperatures. f) Operate the HFO, MDO and LO tank quick-closing valves, Emergency stop pushbuttons are provided in the wheelhouse for:
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stop the engine room fans and pumps via the emergency stops • Accommodation fans and galley equipment
WARNING as required. A list of the ESS emergency stops are indicated
DANGER OF ASPHYXIATION below. • Engine room fans and auxiliary blowers
Re-entry to a CO2 flooded area should not be made until the area has • Ballast pump room fan
been thoroughly ventilated. ESS-1
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g) Unlock the control cylinder cabinet (only in the FCS, the
The CO2 flooding system for the engine room/engine control room/inert gas No.1, No.2, No.3 and No.4 engine room fans control cylinders in the CO2 room are free standing) and open
generator room and ballast pump room consists of 121 high pressure cylinders No.1 and No.2 main engine auxiliary blowers the door.
each containing 45kg of CO2.
In the event of a fire in the ballast pump room or engine control room, only four tr
ECR air conditioning unit
45D power distribution board h) Open the engine room release box, the alarm horns and flashing
lights will operate in the engine room.
on
cylinders would be released in each case, three cylinders would be released for
ESS-2 (Also located outside the galley)
the inert gas generator room. All 121 cylinders will be released for an engine i) Open one control cylinder valve fully, then from the release
room fire. The illustration above gives an indication of which cylinders are (Accommodation fans and galley equipment) box open No.1 and No.2 control valves. Control CO2 gas will
used for each protected space. Air conditioning fans pass via No.1 valve to the pilot cylinder for the main gang
47D and 4AD power distribution panels of cylinders which will then open all 121 cylinders ready for
The system can be operated from the ship’s fire station or locally in the CO2 release into the engine room.
22D and 23D 220V power distribution panels
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room.
Control CO2 gas passing through No.2 control valve will be
ESS-3 directed to operate the distribution valve cylinder for the engine
Engine Room CO2 Flooding System
room.
Maker: Unitor Ballast pump room fan
Type: High pressure j) If the CO2 operated system fails to operate, the main distribution
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Capacity: 121 cylinders each containing 45kg ESS-4 valve can be opened manually from the CO2 room and the
cylinders released by hand.
Discharge time: 2 minutes HFO and MDO purifiers
Auxiliary boiler control panel
41D power distribution board

k) Do not re-enter the engine room for at lease 24 hours and ensure g) Open the release box for the space/area to be injected with CO2, Paint Locker CO2 System
that all reasonable precautions have been taken. These include: the alarm horns and flashing lights will operate in that space/
maintaining boundary inspections; noting cooling down rates area. The paint locker is covered by a fixed CO2 system containing a single 45kg
and/or any hot spots which may have been found. CO2 cylinder. Ensure that there are no personnel in the room and that the space
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h) Open one control cylinder valve fully, then from the release for the fan is stopped and its mushroom vent is closed on the fore deck port
l) After this period, an assessment party, donning breathing box open No.1 and No.2 control valves. Control CO2 gas will side before releasing the CO2 into the space.
apparatus can quickly enter the space through a door which is pass via No.1 valve to release the designated pilot cylinder for
op
then shut behind them. the area being injected, which when operated will activate the
remaining three cylinders ready for release into the ECR/pump Galley CO2 System
m) Check that the fire is extinguished and that all surfaces have room/IGG room as appropriate.
cooled prior to ventilating the engine room. Premature opening The galley has a local CO2 system containing a single 18.9kg CO2 cylinder
could cause re-ignition if oxygen comes into contact with hot Control CO2 gas passing through No.2 control valve will be which is activated from the galley and provides extinguishing capability in the
combustible material. directed to operate the appropriate distribution valve cylinder to event of a fire in the exhaust duct. In the case of fire in the exhaust duct switch
C
the ECR/pump room/IGG room. off the galley fans and close the fire dampers at the switches outside the galley
n) Do not enter the engine room without breathing apparatus then release the CO2. When the release protection door is open the galley fans
until the engine room has been thoroughly ventilated and the i) If the CO2 operated system fails to operate, the distribution are automatically stopped.
atmosphere proved safe. valve can be opened manually from the CO2 room and the
d
cylinders released by hand.
Pump Room, Engine Control Room and Inert Gas Generator Allow time for the CO2 to extinguish the fire and the space to
Room CO2 Flooding Systems
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cool down.
Maker: Unitor j) Do not re-open the space until all reasonable precautions have
Type: High pressure been taken to ascertain that the fire is out. Premature opening
Requirement: 4 cylinders each containing 45kg could cause re-ignition if oxygen comes into contact with hot
combustible material.
o
(3 cylinders each containing 45kg for IGG room)
k) When the fire is out, ventilate the space thoroughly.
In the Event of Fire in the Pump Room, ECR or IGG Room
a)
b)
Obtain the key from one of the master keyholders.
Go to the master control cabinet located in the CO2 room or fire

tr
l) Do not enter the pump room/ECR/IGG room without breathing
apparatus until the room has been thoroughly ventilated and the
atmosphere proved safe.
on
control station for either the pump room, ECR or IGG room.
Alarms for Engine Room and Ballast Pump Room System
c) Ensure all personnel have evacuated the space/area that will be
injected with CO2. Should any cylinder discharge accidentally, it will pressurise the main line up
to the stop valve. This line is monitored by a pressure switch and will activate
d) Close and check that all doors, hatches and fire flaps are shut for
nc
the CO2 Leakage alarm in the Lyngsø alarm and monitoring system.
the spaces/areas that are to be injected with CO2.
Overpressure of the main line is prevented by a safety valve, which will vent
e) Unlock the control cylinder cabinet (only in the FCS, the the gas to atmosphere. The pressure of the control air in the release cabinets is
control cylinders in the CO2 room are free standing) and open monitored by a pressure switch. A drop in pressure will activate the Pilot Air
the door. Pressure Low alarm in the Lyngsø alarm and monitoring system.
U
f) Stop the appropriate fans, FO and hydraulic pumps, generator Should the power supply to the system fail, the CO2 Power Failure alarm will
engines etc., consistent with the space being injected with operate in the Lyngsø alarm and monitoring system.
CO2. Close all doors, hatches and fire flaps. A list of the ESS
emergency stops are indicated on the previous page.

Illustration 4.3a Quick-Closing and Remote Closing Valve System
Fire Control Station

PS To Safety (Ship’s Control Centre)
No.1 No.2 Main Engine
y
Area
PI Main Engine Main Engine Cylinder Oil Main Engine LO Main Engine LO Generator Engine LO Incinerator
PAL Cylinder Oil Cylinder Oil Measuring Tank Storage Tank Settling Tank Storage Tank MDO Tank
Storage Tank Storage Tank
op
P
P
Reservoir P RS37 P RS36 P RS32 P QS3 P QS2 P QS1 P QU1
(30 Litres)
30 bar 7 bar
To Cylinder Oil To Cylinder Oil To Main To Main Engine To Cylinder LO To Generator To Incinerator
NO 1 2
Measuring Tank Measuring Tank Engine LO Sump Tank Transfer Pump Engine LO Purifier
Feed Pump
C
3 4 Incinerator
IGG
Waste Oil
MDO Tank
d
Service Tank
For Upper Platform
P
P P
lle
For Lower Platform
For Fuel Oil Storage Tanks

RK132 To I.G.G
For Hydraulic Oil Tanks To Incinerator
HFO Unit
and Diesel Oil Service Tank
From
Starting Air
o
Hydraulic Oil MDO Service Tank MDO
System Storage Tank Storage Tank
RR8 RR9 QR39 RR10 RR81 HFO Settling Tank HFO Service Tank
P
tr P
P
P
Wire Operated P P P P
Type Main
Engine
P
P RR7 P QR37 P QR36 P RR6
on
To HFO
Emergency Diesel
To Boiler To HFO Purifier Transfer To HFO
Generator
To MDO To To MDO To Generator To MDO Feed and Transfer Pump and Supply Unit
MDO Tank
P
Pumps Boiler P RR1
RR74 Supply Boiler Purifier and Engine MDO Purifier and
To Emergency Unit Transfer Supply Pump Transfer
Generator Pump Pump
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No.1 No.2 HFO No.2 No.1

HFO Tank HFO Tank Minor Tank HFO Tank HFO Tank
Hydraulic Oil (Port) (Port) (Starboard) (Starboard)
Key
Drain Tank
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Fuel Oil
P
P
P QR9 P QR10 P QR7 P QR24 QR8
P
P
Lubricating Oil P
To HFO To HFO To HFO To HFO To HFO

Diesel Oil Transfer Pump Transfer Pump Transfer Pump Transfer Pump Transfer Pump
Air

4.3 Quick-Closing Valve System, Fire Tank Service Valve ESS-1
Dampers and Emergency Stops Valves for Lower Platform (Outlet 2) No.1, No.2, No.3 and No.4 engine room fans
HFO settling tank To auxiliary boiler RR7 No.1 and No.2 main engine auxiliary blowers
ECR air conditioning unit
Introduction HFO settling tank To FO purifiers QR37
y
45D power distribution board
HFO service tank To FO transfer pump QR36
All the outlet valves from the fuel oil and lubricating oil tanks, from which oil HFO service tank To FO preparation unit RR6 ESS-2 (Also located outside the galley)
op
could flow to feed a fire, are equipped with air operated quick-closing valves
HFO service tank To main engine RR1 (Accommodation fans and galley equipment)
which are controlled from a cabinet located inside the ship’s fire station area.
The cabinet contains a 30 litre air reservoir, four control section valves, a low Air conditioning fans
pressure alarm transmitter, pressure indication, a pressure reducing valve and Valve for Fuel Oil Tanks (Outlet 3) 47D and 4AD power distribution panels
filter. The reservoir is supplied through a non-return valve from the starting air No.2 HFO bunker tank (port) To FO transfer pump QR10 22D and 23D 220V power distribution panels
system in the engine room at a pressure of 30 bar, this pressure is regulated No.1 HFO bunker tank (port) To FO transfer pump QR9
C
down to a working pressure of 7 bar on the outlet side from the reservoir. The HFO minor tank To FO transfer pump QR7 ESS-3
tanks are grouped into four systems with one valve operation for each system.
No.2 HFO bunker tank To FO transfer pump QR24 Ballast fan in ballast pump room
In normal operation, the supply to each group of tanks is vented to atmosphere,
(starboard)
but when the cock is opened, air is supplied to the pistons of the valves and
these collapse the bridge of each valve in the group. No.1 HFO bunker tank To FO transfer pump QR8 ESS-4
d
(starboard)
HFO and MDO purifiers
The valves are reset by venting the air supply and turning the valve handwheel Auxiliary boiler control panel
in a close direction in order to reset the bridge mechanism, after this the valves Valve for Hydraulic Oil Tanks and MDO Service Tank (Outlet 4) 41D power distribution board
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are opened in the normal way. Valves in each of the four groups are shown in Hydraulic oil storage tank To hydraulic oil transfer pump FO feeder units No.1 and 2
the table below. Hydraulic oil drain tank To hydraulic oil transfer pump FO feeder units control panel
MDO service tank To FO preparation unit RR8 Incinerator
The emergency generator diesel oil tank quick closing valve is operated by a 42D power distribution board
directly connected wire from outside the emergency generator room. MDO service tank To auxiliary boiler RR9
Hydraulic power pack control panel
o
MDO service tank To MDO purifier and transfer QR39
pump
Tank Service Valve ESS-5
Wire Operated MDO service tank To generator engines RR10
No.1, No.2 and No.3 generator engines
Emergency generator MDO tank Emergency generator MDO RR74
tank outlet
tr
MDO storage tank To MDO purifier and transfer RR81
pump
ESS-6
on
(Cargo and inert gas system)
Tank Service Valve Fire Dampers (Fire Flaps)
No.1 and No.2 inert gas fans
Valves for Upper Platform (Outlet 1) Fire dampers operate to close the ventilation openings in the event of a fire IGG FO pump
No.1 cylinder oil tank To cylinder oil transfer pump RS37 in the engine room spaces. Some dampers are automatic and will close when Ballast pump room fan
No.2 cylinder oil tank To cylinder oil transfer pump RS36 the fan stops but most engine room dampers are manual and have to be closed No.1, No.2, No.3 and No.4 hydraulic power packs
Main engine cylinder oil daily Tank outlet valve RS32 by means of a lever or handwheel located outside the compartments. Damper
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service tank operating mechanisms are situated aft of the accommodation on A, B and C From Ship’s Control Centre
decks. The funnel vents are closed from outside the funnel casing by means of
Main LO storage tank To main engine and stern tube QS3 Emergency stops ESS-1, ESS-2, ESS-3, ESS-4, ESS-5 and ESS-6 are located
sump/drain tanks handwheels located on C deck. The ECR and galley have remotely operated
fire dampers, the ECR damper being closed from the Ship’s Fire Station and in the Ship’s Fire Station area.
Main LO settling tank To LO purifiers feed pump QS2 CO2 room the galley fire dampers being closed from outside the galley.
Generator engine LO storage To LO transfer pump and QS1 From the Wheelhouse
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tank generator engine sumps

Emergency Stops Emergency stop pushbuttons are provided in the wheelhouse for:
Incinerator MDO tank Tank outlet valve QU1
Incinerator waste oil service tank Outlet to incinerator • Accommodation fans and galley equipment
The emergency stops are located in the ship’s control centre area behind the
Inert gas generator MDO tank Outlet to inert gas generator cargo operations console. • Engine room fans and auxiliary blowers
outlet
• Ballast pump room fans

Illustration 4.4a Fresh Water Spray Extinguishing System

Solenoid Release Valves Located
Outside Entrance to ECR/Workshop from Accommodation
Auxiliary Boiler
y
Fresh Water
Tank Port
op
Main Engine Area
QG3
Incinerator
C
Control Panel Generator Engine No.3
d
Supply Pump
Starter
Fresh Water FO Booster Unit
Tank
Starboard PI
lle
Generator Engine No.2
QG4
Reservoir
Tank (400 litres) Generator Engine No.1
o
Fresh Water
To FW Hydrophore Unit Spray System
Purifier Room
PI
HP Pump
PI
trZS
on
QG14 PI
QG38
Fresh Water Spray
Fire Extinguishing
System Supply Pump
(6m3/h at 4.5 bar)
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Cylinders Located in Steering Gear Room

Key
PI
Domestic Fresh Water
Water Mist System Water

U
Electrical Signal
Section Isolation Valve

with Lever for Manual Release
Water Cylinders Nitrogen Cylinders

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

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op
C
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on
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Part 5
Emergency Procedures
Illustration 5.1a Emergency Bilge Suction To/From Deck Valve Hydraulic System

(Mid Deck Level Forward)
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Sea Chest
Vent Line
op
Sea Chest
Vent Line
QA27 QA2
QA1
QA28
C
Low
Sea Chest QA43
QA8 QA29
To Fire Hydrant No.1
System Central
d
Cooler TI
QD37 QD39 QA41

QD26 QA9
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QD25
Bilge, Ballast and
Fire Pump
QD23 160/280m3/h
QA21 QA11
o
QD31 1
Main Fire Pump QD30 QD35 QD34 No.2
160/280m3/h QA7
Main Cooling Central
Sea Water Pumps Cooler
300m3/h TI
To/From
Aft Peak
QD40 QD29
QD32
tr QD33
QD42
QA20
QA42
QA10
on
2
QD45 QA6
QD20
To IGG
QA19
nc
3
QA5
Key
Priming
RK133 Unit
Sea Water
Port Forward Well LT Cooling Water
Bilge Main
Suction
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QA23
Bilges
Direct Bilge
Injection Air
Hydraulic Oil
Fire Hydrant Line

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

bandaging or caulking, if the source
pump proceed to next
Summon assistance using the of water cannot be isolated by
task.
engineer’s call bell. valves.

Illustration 5.2a Emergency Operation of Main Engine

Start
Pull Rod Connection 101
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from Governor Stop
Stop Indicator 102
op
100
105
C
A
Emergency Control
C
Indicator
d
Blocking Arm
"Normal Control" Position B
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Stop Indicator
Stop Indicator
o
Stop Indicator
Hollow Shaft Connected to

Regulating Handwheel on
Emergency Console
tr P
on
C
Keys and Keyways

Shaft Connected to
Regulating Arms on
Fuel Pumps
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Remote Blocking
Arm
Emergency
P Impact Handwheel
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Plate Connected to Plate Connected Plate Connected to

Regulating Handwheel to Governor Regulating Shaft
Emergency Control Emergency Control Mechanism Normal Control

5.2 Emergency Operation of the Main e) Change the position of the remote/local lever valve 100, from Note: When the governor is disengaged, the engine is still protected against
Engine the REMOTE to the LOCAL position. The air supply is now overspeed by the electric overspeed trip, ie. the engine is stopped automatically
directed to the valves of the manoeuvring system for emergency if the revolutions increase to the overspeed setting. The overspeed shutdown
control from the local control stand. can only be reset by moving the regulating handwheel to the STOP position.
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Emergency Control from Engine Side Manoeuvring must therefore be carried out very carefully, especially when
f) The engine is now ready for starting from the local position at doing so in rough weather. It should also be noted that when operating the
Note: The numbering of parts and valves is according to the MAN B&W the engine side.
op
engine from the local control stand, all of the engine monitoring systems are
engine operating manual. still functioning.
Note: Always keep the threads of the changeover mechanism well
The engine can be operated from the emergency control stand at the engine lubricated. The auxiliary blowers must be operating and these are started from the starter
side (middle platform, port, aft) in the following circumstances: panel on the lower platform, directly above the local control station. The
1. As a result of breakdown of the normal pneumatic manoeuvring telegraph and indicator box at the local control station provides information
Procedure for Changeover to Engine Side Control with the
C
system. on the engine condition, such as speed, turning gear engaged and fuel cam
Engine Running position
2. As a result of a breakdown of the governor or its electronics.
a) Reduce the engine load to a maximum 80% of MCR.
3. If direct fuel pump index-control is required.
Procedure for Controlling the Engine from the Emergency
d
b) Check that the position of ahead/astern lever, valve 105, Control Stand
Note: The engine side control stand has priority over all other control corresponds to the present engine running direction.
locations. Control may be taken by the engine side control stand at any time
a) To stop the engine depress the STOP pushbutton valve 102 at
by turning the valve 100 to the LOCAL position.
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c) Release the regulating handwheel (B) by turning the small the local control stand.
lever (lever A) at the side of the control stand and then move
Changeover with a stopped engine: the regulating handwheel to bring the tapered slots of the b) To reverse the direction of the engine rotation, the ahead/astern
changeover mechanism plates into position opposite each lever, valve 105, must be moved to the new position. Reversing
a) Check that the valve 105, which is in the telegraph handle of the other. the engine is only possible when the STOP valve has been
local control system is in the required position, ahead or astern, activated.
o
in which the engine is required to start. d) Put the blocking arm mechanism into the local (emergency)
control position. c) When the starting air distributor has been moved to the correct
Note: Reversing to a new direction is only possible when STOP valve 102 is position for the rotational direction required and its position
activated (the pushbutton is depressed).
b) At the local control stand release the regulating handwheel by tr

e) Quickly, move the impact handwheel (P) to the opposite
position. This disconnects the fuel pumps from the governor
and connects them to the regulating handle on the engine side
visually confirmed, the fuel control regulating handwheel can
be moved to a suitable position to give fuel injection and a
running speed of about SLOW.
on
means of the small lever (lever A) located at the side of the control stand.
stand. Turn this lever in the anti-clockwise direction to free the d) To start the engine the START valve 101 must be depressed.
regulating handwheel. f) Move the REMOTE/LOCAL lever, valve 100, to the LOCAL
position. This leads control air to the valves in the local control e) When the start level rotational speed has been reached the
c) Put the linkage blocking arm on the impact handwheel in the stand. START valve is deactivated by releasing the START pushbutton
local (emergency) position. valve. The engine should now be running on fuel.
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g) If the STOP pushbutton valve 102 is not deactivated the engine

d) Turn the regulating handwheel (B) to move the innermost lever will now receive a STOP order. f) The engine speed can be manually controlled by operating the
of the changeover mechanism (C) to a position where the impact regulating handwheel which directly regulates the fuel injection
handwheel (P) is able to enter the tapered slots in both of the h) Press the START pushbutton valve 101 briefly to provide an air pumps by moving the fuel pump control linkage.
levers. Quickly turn the impact handwheel anti-clockwise. This impulse to deactivate the STOP valve 102.
will cause the governor to disconnect from the fuel pump control
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linkage and allow the local control stand regulating handwheel i) The engine is now running under control from the local
to be connected instead. Regulation of the engine speed can now (emergency) control stand. Regulation of the engine speed can
be made locally by turning the regulating handwheel. now be made locally by turning the regulating handwheel.

5.3 Emergency Steering If this system should fail, manual operation of the steering gear can be carried Emergency Steering Drill
out as follows with one pump unit operating:
If failure occurs in the remote operating system from the wheelhouse, the Emergency steering drill should be carried out at least once every three months
steering can be operated from the steering gear room. a) Select LOCAL for the pump unit to be used then start the when traffic and navigational restrictions permit.
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pump.
It is to consist of the direct operation of the main steering gear by using the
Description b) Push in the red pushbutton on the unloading valve of the manual control within the steering flat. This operation is to be directed from
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operating pump unit and lock it in place by turning the screw the navigation bridge. After each drill, details and the date it was carried out are
The steering gear consists of a tiller, turned by a four cylinder hydraulic locking device; check that the pushbutton remains locked in the to be entered in the Official Log Book and Particulars and Records Book.
system, that in turn is driven by two electric motors. In accordance with IMO depressed position.
regulations the pumps, hydraulic power circuits and rams can operate as two
isolated systems. c) The tiller can be moved in accordance with the steering
command from the bridge by turning the torque motor shaft
C
The steering gear is fitted with an automatic isolation system. This system is knob which is located at the top of the torque motor. This puts
used to divide the hydraulic power circuits in the event of a hydraulic oil loss a stroke on the pump to produce the desired angle of rudder
from the oil tanks. movement. The tiller will stop at the position set by the torque
motor knob.
In accordance with IMO regulations the hydraulic pumps used in the steering
d
gear are supplied with power from two independent sources. In the event of
power failure from the main switchboard, one pump can be supplied from the
emergency switchboard.
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Procedure for Operation of Steering Gear on Loss of Remote
Bridge Control Torque Motor Shaft Knob
o
a) On loss of steering gear control from the bridge, establish
communication with the bridge via the telephone system.
A telephone is located on the steering gear compartment Unloading Valve
platform.
Indication of the rudder angle and a compass repeater are provided for manual
control of the steering gear. When operating with emergency steering only one tr Torque Motor
on
steering gear pump unit must be running. Locking Ring
b) Turn the LOCAL/REMOTE control switch to LOCAL control.
This switch is on the NFU (No Follow Up) panel on the starboard side of the
steering gear room.
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c) Operate the pushbuttons PORT or STARBOARD to turn

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

5.4 Emergency Fire Pump Illustration 5.4a Emergency Fire Pump Connection
D Deck
Maker: Shinko
H H
No. of sets: 1
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Model: RVP 130MS C Deck
H H To Swimming Pool
Capacity: 72m3/h
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B Deck
H H
The emergency fire pump is located in a compartment which backs onto the
steering gear compartment. The access to the emergency fire pump room is A Deck
H H
from the aft deck. The pump is a vertical centrifugal pump type and is primed
by a vacuum pump driven by the pump drive shaft.
C
The pump is electrically driven by power from the emergency switchboard
440V feeder panel.
Aft Mooring Deck
The pump can supply the fire main at a capacity of 72m3/h.
d
H
Starting and stopping of the pump can take place from the following
locations: H
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• Locally at the pump H
• At the top of the emergency fire pump compartment H

To Deck Fire Main
• In the fire control station area in the ship’s control centre
• The wheelhouse
o
The emergency fire pump draws from its own sea water chest. The pump To Pump Room
Bilge/Ballast Eductor
suction valve WD069 and the discharge valve WD072 are always locked in an
open position. The pump discharges into the aft section of the fire main.
Operation of Fire Pump tr To Residual

Tank
Foam Room
H
on
H
To Foam
System
When the pump is stopped, no pressure is detected at the pump discharge.
The auto-cylinder pushes the vacuum pump friction drive coupling against the To Cargo Tank
Cleaning System
pump shaft friction drive coupling. Emergency Fire
Pump
(72m3/h)
When the pump is started, the pump coupling drives the vacuum pump which
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is sealed by circulating water from the water tank. The vacuum pump draws
air from the pump suction, which in turn primes the pump. The pump picks up
Weed Blow Connection,
suction and the pressure, detected at the pump outlet, disconnects the vacuum To Engine Room
Steam and Air
Fire Hydrants
pump. Key
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QD30 QD34
The emergency fire pump discharge line connects directly into the fire main in Deck Fire Water
the foam room in the accommodation block on upper deck port side forward. Emergency Fire
QD37 QD39
Pump Sea
Bilge
Chest
Main Fire Bilge, Ballast & Fire
H Hose Box Pump Pump
(160/280 m3/h) (160/280 m3/h)

5.5 Fire in the Engine Room p) Prepare to vacate berth if required. The fixed water mist system may be used in certain protected spaces. The
system for a particular protected space is activated at that space by means of
If a fire should occur in the engine room: q) If there is a danger of the release of poisonous gases or an the alarm/activation pushbutton outside the protected space. Water mist may
explosion consider part or total ship abandonment. Ship be operated in a protected space remotely at the main control panel. Before
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drawings, fire plan, cargo plan etc., should be taken ashore. A operating the water mist system in a protected space the ventilation must
General
crew check is to be carried out. be shut off, all doors closed and quick-closing valves in that space must be
closed.
a) Sound the fire alarm and muster the crew.
op
r) Consider using fixed extinguishing systems.
b) If personnel are missing, consider the possibility of searching in
s) On arrival of the fire brigade inform the Chief Fire Officer Emergency Stops
the fire area. about:
From Ship’s Control Centre and Wheelhouse
c) Determine the location of the fire, what is burning, the direction • Any personnel missing
Purifier room fan
C
of spread and the possibility of controlling the fire. • Assumed location of fire
No.1 engine room fan
d) If there is the least doubt about whether the fire can be controlled • What is thought to be burning
by the ship’s crew, inform the shore authorities of the situation • Any conditions that may constitute a hazard No.2 engine room fan
on the distress frequencies. No.3 engine room fan
d
t) Assist the chief fire officer by supplying drawings and plans.
e) If the fire fighting capacity is limited, give priority to fire No.4 engine room fan
limitation until the situation is clarified. Operation of Fixed Fire Extinguishing Systems Forward hydraulic pump room supply fan
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f) If substances which may emit poisonous gases or explode are on Emergency fire pump
If the fixed CO2 system fire extinguishing system is to be used, take the
fire, or close to the fire, direct the crew to a safe position before following action: Accommodation air conditioning unit
actions are organised.
Welding exhaust fan
a) Stop the main engine and shut down the boiler.
g) Establish the vessel’s position and update the communication
o
Main engine auxiliary blower
centre. b) Sound the evacuation alarm.
No.1 blower of IGG
h)
In Port
If any person is seriously injured request assistance from the
nearest rescue centre.
tr
c)
d)
Stop all the ventilation fans.
Start the emergency generator and put it on load.

No.2 blower of IGG
Auxiliary boiler
Air conditioning unit for ECR
on
i) Activate the emergency shutdown system after first obtaining e) Trip the quick-closing valves and engine room auxiliary
Galley equipment
agreement to do so from the terminal duty personnel. machinery from the fire control centre.
No.1 AC supply/exhaust fan
j) Conduct a crew check. f) Count all personnel and ensure that none are in the engine
room. No.2 AC supply/exhaust fan
k) Organise the crew for fighting the fire.
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No.1 pump room fan

g) Close all fire flaps and funnel doors. Close all doors to the inert
l) Inform the local fire brigade even though the fire may appear to gas plant and engine room. No.2 pump room fan
be under control.
Group starter board 3 (accommodation fans)
m) If personnel are missing, consider the possibility of searching in h) Start the emergency fire pump and pressurise the fire main.
the fire area.
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i) Operate the CO2 system.

n) Close all accessible openings and hatches to prevent the
spreading of fire.
o) Prepare to disconnect cargo hoses if required.

From Ship’s Control Centre Only

Main generators
Power distribution board P4 (LO purifiers)
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Power distribution board P3 (FO purifiers)
Cargo and inert gas systems
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No.1 crosshead LO pump
No.2 crosshead LO pump
No.1 main LO pump
No.2 main LO pump
C
No.1 FO supply unit
No.2 FO supply unit
No.1 hydraulic oil pump
d
No.2 hydraulic oil pump
DO transfer pump
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LO transfer pump
FO transfer pump
Generator engine priming LO pump
o
tr
on
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5.6 Escape system and fire doors

Illustration 5.6a Lifesaving Equipment, Escape System and Fire Doors in Engine Room
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Engine Room Lower Platform Engine Room Upper Platform
op
Engine Room Floor
HFO
(Port No.2)
H.F.O. Tank
411m3
H.F.O. Tank (Port No.1) 217.7m3

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

H.F.O. Tank Store

D.O. Service Tank Room
(Port No.2)
FO
Supply Oil
C
F.O. Boiler Engine Control Room Settling Tank
Unit Room Electical 51.2m3
Setting Tank Water Tank Workshop x2
High Sea 51.2m3 112.3m3
Chest
FO
F.O. Service Tank
A A
Service Tank
38.4m3
A
d
Purifier
Diesel Oil Tank Room
Ballast Pump Room
(Port)
Ballast Pump Room

Clean Bilge Well Tank
Pump Room
F.O. Drain Tank Workshop
Echo Sounding
lle
Dirty Bilge Well Tank Transducer Space
Framo Hydraulic Power
Pack Room Steer
Gear
Room
A A
Exit
Exit
H.F.O. Tank (Starboard No.1) 217.7m3

A A HFO
H.F.O.
Minor Tank
H.F.O. Tank (Stb'd No.1)
Minor Tank
o
153.7m3
Main Engine No.2 No.1

H.F.O. Tank LO Cylinder Oil Cylinder Oil
(Starboard No.2) Settling Tank Store Tank Store Tank
tr H.F.O. Tank
(Starboard No.2)
Main Engine LO
Storage Tank
30m3
Generator Engine
LO
Storage Tank
11.7m3
HFO
(Starboard No.2)
346.9m3
on
Key
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A Fire Door Class A

Self Closing
Secondary
Escape
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Primary Escape
Life Jacket
Emergency Escape Breathing Device

5.7 fire alarms

Illustration 5.7a Fire Alarm System in Engine Room
y
op
Engine Room Lower Platform
Engine Room Floor Engine Room Upper Platform
H.F.O.
(Port No. 2)
H.F.O. Tank
411m3
H.F.O. Tank (Port No. 1) 217.7m3

(Port No.2)

H.F.O. Tank Store

D.O. Service Tank (Port No.2) Room
C
F.O.
Supply Oil Engine Control Room Settling Tank
F.O. Boiler Electical
Unit Room
Settling Tank Water Tank Workshop 51.2m3
High Sea 51.2m3 112.3m3
Chest
F.O.
F.O. Service Tank
Service Tank
38.4m3
d
Purifier
Diesel Oil Tank Room
(Port) Ballast Pump Room
Ballast Pump Room

Clean Bilge Well Tank
Pump Room
F.O. Drain Tank Workshop
lle
Echo Sounding x2
Dirty Bilge Well Tank Transducer Space
Framo Hydraulic
Power Pack Room Steer
Gear
Room
Exit
Exit
H.F.O. Tank (Stb'd No. 1) 217.7m3

H.F.O. H.F.O.
Minor Tank
Minor Tk

153.7m3
Key
H.F.O. Tank
(Starboard No.2)
tr H.F.O. Tk
(Stb'd No.2)
LO
Settling Tank
Cylinder Oil
Store Tank
Main Engine LO
Storage Tank
30m3
Cylinder Oil
Store Tank
Generator Engine
LO
Storage Tank
11.7m3
HFO
(Starboard No.2)
346.9m3
on
Smoke Detector
Fire Alarm Pushbutton

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Heat Detector
Fire Alarm Panel
Alarm Bell
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Electric Horn for Fire Alarm
Electric Siren for CO2
Rotating Light for CO2

5.8 fire fighting equipment in the engine room

Illustration 5.8a Fire Fighting Equipment in the Engine Room
y
Engine Room Lower Platform Engine Room Upper Platform
op
Engine Room Floor
H.F.O.
(Port No. 2)
H.F.O. Tank
411m3
H.F.O. Tank (Port No. 1) 217.7m3

(Port No.2)

H.F.O. Tank Store

D.O. Service Tank Room
(Port No.2)
FO
Supply Oil Engine Control Room Settling Tank
F.O. Boiler Electical 51.2m3
C
Unit Room
Setting Tank Water Tank Workshop
51.2m3
co2
High Sea 112.3m3 5.0kg
Chest
FO
P
12kg F.O. Service Tank
P
12kg Service Tank
38.4m3 P
P
12kg
P
12kg
P
12kg
F 12kg
P
12kg
Purifier
d Ballast Pump Room

P P
Diesel Oil Tank Room 12kg
12kg
Ballast Pump Room
(Port) co2
Clean Bilge Well Tank co2 5.0kg
Pump Room
F.O. Drain Tank
5.0kg Workshop
DP
50kg
Echo Sounding
co2
Transducer Space
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Dirty Bilge Well Tank 5.0kg
Hydraulic
Oil Steer
co2 co2 P
Storage Gear
5.0kg 5.0kg 12kg Room
Tank
P
12kg
P
12kg
Exit
Exit
H.F.O. Tank (Starboard No.1) 217.7m3

co2
5.0kg
H.F.O. H.F.O.
Minor Tank
Minor Tank

153.7m3
o
H.F.O. Tank LO Cylinder Oil Cylinder Oil
(Starboard No.2) Settling Tank Store Tank Store Tank
H.F.O. Tank
HFO
Key
Hydrant Valve tr (Stb'd No.2)

Main Engine LO
Storage Tank
30m3
Generator Engine
LO
Storage Tank
11.7m3
(Starboard No.2)
346.9m3
on
Hose Box With
Spray/Jet Fire Nozzle
Foam Fire
Applicator Box
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CO2 5.0kg CO2 Fire

5.0kg
Extinguisher
P Powder Fire
12kg
Extinguisher (12kg)
U
F 135 Litre Foam
DP
50kg
50kg Mobile Dry Powder
Sand Box

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op
C
d
lle
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tr
on
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Part 6
Communications
Illustration 6.1.1a UMS2100 System Layout

Bridge Control Console
Port Wing Stb'd Wing
Alarm Bell Alarm Bell
UCS613 UCS614
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EAD UCS430 EAD UMS 2100 BASIC ALARM PANEL Lyngso Marine
ALARM FIRE FAULT
ALARM
LIST
STOP
HORN
ALARM
ACKN.
BAP Bridge
220V AC ADD. DISPLAY ADJUST
NEL NEL
220V AC UCS450 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
op
WATCH CON- ESC ENT
MAN GROUP1 GROUP2 GROUP3 GROUP4 GROUP5
TROL

DUTY
NANCE
EAD Box
EAD Box
24V DC Ship's Control Centre
24V DC 24V DC
Accommodation Area
C
EAD UCS420
1st Engineer
Buzzer
UCS421 Chief Engineer UCS612
220V AC Buzzer
Engineers' Alley
Buzzer UCS611 24V DC
EAD Box
UCS610 24V DC
d
Officers' Smoke 24V DC UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine
Chief Engineer's Office Room

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

ACCOMMODATION ALARM PANEL
ADD.
LIST
DISPLAY
CHAN-
NEL
Lyngso Marine
S1 S2 S3 S4 DIMMER
UCS122
Dining Saloon ALARM STOP ALARM
AAP 07
1 ABC 2 DEF
ALARM ALARM
3 GHI
ALARM
4 JKL
ALARM
5 MNO 6 PQR
ALARM ESC ENT
UCS123
24V DC 24V DC UMS 2100 ACCOMMODATION ALARM PANEL
ADD. DISPLAY
Lyngso Marine
ASSIST S1 S2
7 STU
MAIN- S3
8 VWX
ALARMS4 ALARM
9 YZ
ALARM
Ospace
DIMMER ALARM
+/-
ALARM
LIST CHAN- DUTY
NANCE
AAP 06
lle
Duty Mess ALARM
LIST
STOP
HORN
ALARM
ACKN.
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
4 JKL
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
24V DC UMS 2100 ACCOMMODATION ALARM PANEL
ADD. DISPLAY
Lyngso Marine
ASSIST S1
UCS117
LIST CHAN- DUTY
ALARM ALARM ALARM
NANCE
Gymnasium ALARM
LIST
STOP
HORN
ALARM
ACKN.
AAP 05
1 ABC
ALARM
2 DEF 3 GHI
ALARM ALARM
4 JKL
ALARM
5 MNO 6 PQR
ALARM ESC ENT
UCS116
24V DC UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine
Ship Control ALARM FIRE FAULT

ADD.
LIST
DISPLAY
CHAN-
NEL
ASSIST S1
CALL
DUTY
S2
7 STU
MAIN- S3
TE-
NANCE
8 VWX
ALARMS4
GROUP6
ALARM
9 YZ
GROUP7
Ospace
DIMMER
ALARM
GROUP8
ALARM
GROUP9
ALARM
GROUP10
+/-
UCS115
Centre ALARM
LIST
STOP
HORN
ALARM
ACKN.
AAP 04
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
4 JKL
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
24V DC UMS 2100 ACCOMMODATION ALARM PANEL
ADD. DISPLAY
Lyngso Marine
UCS114
UCS113
ALARM ALARM ALARM
NANCE
ALARM
LIST
STOP
HORN
ALARM
ACKN.
AAP 03
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL 5 MNO
ALARM
6 PQR
ALARM ESC ENT
UCS112
UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine

ADD. DISPLAY
ASSIST S1
UCS111
LIST CHAN- DUTY
ALARM ALARM ALARM
NANCE
ALARM STOP
HORN
ALARM
ACKN.
AAP 02
1 ABC 2 DEF
ALARM
3 GHI
ALARM ALARM
4 JKL 5 MNO
ALARM
6 PQR
ALARM ESC ENT
UCS110
UMS 2100 ACCOMMODATION ALARM PANEL Lyngso Marine

ADD. DISPLAY
ASSIST S1 S2 MAIN- S3 ALARMS4
UCS109
CHAN- ALARM DIMMER
ALARM ALARM ALARM
LIST DUTY
NANCE
ALARM
LIST
STOP
HORN
ALARM
ACKN.
AAP 01
1 ABC 2 DEF
ALARM
GROUP1
3 GHI
ALARM
GROUP2
ALARM
4 JKL
GROUP3
5 MNO
ALARM
GROUP4
6 PQR
ALARM
GROUP5
ESC ENT
UCS108
o
DISPLAY
UCS107
ADD.
ALARM ALARM ALARM
NANCE

ALARM ALARM ALARM ALARM ALARM ESC ENT
UCS106

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

MAIN-
UCS 46
ASSIST ALARM ALARM ALARM ALARM ALARM
DUTY
NANCE
24V DC UCS 47 EAD Box

UCS 48
UPS UCS 51
UCS 81
UCS 82
UCS 83 EAD
nc
UCS 84
UCS 85 Engine
Control Room 220V AC
EAD Box
UCS 410
220V AC UCS 411 Engine Control Centre
UCS 700
Console
24V DC
Alarm Gamma Outstation No.2
U
ALARM FIRE FAULT
ALARM
LIST
STOP
HORN
ALARM
ACKN.
LOP GAMMA 2
ADD. DISPLAY ADJUST
NEL NEL
Gamma Outstation No.1

WATCH CON- ESC ENT
TROL

DUTY
NANCE
ALARM FIRE FAULT
Rotating Light ALARM

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

WATCH CON- ESC ENT
TROL

DUTY
NANCE
Horn
Stop Horn

6.1 Communications SYSTEMs Note: Silencing the buzzer/horn has no significance to the alarm state. The Failure to acknowledge the alarm at the ECR panel within predetermined
alarm must be acknowledged in order to avoid the ‘ALL ENGINEERS time (typically 5 minutes) will result in an ‘ALL ENGINEERS CALL’
6.1.1 UMS 2100 System CALL’. announcement on all panels.
y
Maker: Lyngsø Marine A back-up engineer can also be selected if necessary, in case the duty engineer
Type: UMS 2100 Alarms Cut-out does not respond to an alarm.
op
In some cases alarms may need to be disabled (suppressed), e.g. if the sensor
is faulty, if work is being carried out that may cause undesired alarms or when
UMS2100 Printer
Introduction
the main engine is stopped resulting in a low fuel oil pressure alarm.
The printer is controlled from the ECR panel and the bridge panel, however,
The purpose of an alarm and monitoring system is to collect the information only the printing of reports are possible from the bridge.
concerning safety on board the ship and to monitor the alarm situation. Suppression of alarms can be activated at the ECR station or the local operating
panel after inserting a valid password.
C
The following information can be printed:
The system carries out the following tasks:
WARNING • Alarm/Event log
• Acquisition of supervision data. i.e. sensor values
Alarm suppressions should only be carried out by authorised • Data log
• Detection of alarm states i.e. illegal values or states personnel.
• Alarm list
d
• Announcement of detected alarms
• Cut-out list
• Supervision of engineer response Description
lle
• Logging of alarms and events Bridge and Accommodation Alarm System Alarm/Event log
The advising of an alarm to the duty engineers takes place through the This log contains events concerning:
After discovering an alarm situation, the system will announce this to the duty
Accommodation Alarm Panels (AAPs) which are located in the cabins of the
engineer and the bridge, thereby making it possible to safely operate the ship • Alarms changing from normal to alarm and vice versa
duty engineers and the public rooms, and on the Basic Alarm Panels (BAPS)
with ‘unmanned machinery spaces’.
on the bridge and in the Ship’s Control Centre. • Change of state of event channel
o
The alarm is not only presented as an alarm in general but also as an alarm • Channels entering and leaving cut-out states
When an alarm occurs, the buzzer on the bridge will sound, and the navigator
group. The engineer can determine the nature of the alarm quickly, e.g. from
can only silence it locally by pressing STOP HORN at the bridge panel or • System and configuration error messages
either main engine, pumps, power plant, fire etc.
When the system detects an alarm, it announces it both by a light, a sound

and on various types of text displays. In response to the alarm announcement, tr
the duty officer can silence it by pressing the STOP HORN pushbutton at the
Ship’s Control Centre panel when in port. This will not affect the status of the
alarm anywhere else.
•
•
Entering and leaving of privileged modes
Change of duty engineers and ‘Unmanned Watch Station’
status
on
the engineer must stop the buzzer/horn and acknowledge the alarm, in order
To select/deselect ‘unmanned machinery spaces’ a request is raised from the • Change of system date and time
to confirm that he is aware of what has happened. Failure to do this, within a
ECR panel to the bridge panel. This may accepted or rejected by the bridge, or
reasonable period of time which is typically 5 minutes, will result in the system
withdrawn by the ECR.
announcing the alarm in all possible locations. Data Log
Any of the AAPs located in the cabins can be brought to function as the panels This is a report on channels showing their current value or status.
An alarm has four states:
nc
in the public rooms. Therefore a cabin panel not selected on duty, can be
• Normal selected to give alert as the alarm occurs. This allows a duty engineer to visit
Alarm List Report
• Normal and not acknowledged another cabin other than their own.
This is a print of the content of the alarm list and it contains all the standing
• Present but not acknowledged and acknowledged alarms in the system at the moment the report was ordered.
Duty Engineer Watch System
• Present and acknowledged It runs continually but can be interrupted for reports of other types, such as
U
When a UMS alarm sounds the duty engineer can acknowledge the alarm Noon Log reports each day.
The ECR station is the centre of the system, and it is from here that the alarms either in his cabin or a public room, depending where the engineer is when it
must be acknowledged, even though the alarm may be muted at other location occurs.
Cut-out List Report
panels.
The action is to first silence the buzzer/horn locally and then proceed to the This contains all the channels which are in the automatic or manual cut-out
ECR panel to silence and acknowledge the alarm at source. list state.

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

LIST HORN ACKN. LIST HORN ACKN.
C
ADD. DISPLAY ADD. DISPLAY ADJUST
CHAN- S1 S2 S3 S4 DIMMER CHAN- CHAN- S1 S2 S3 S4 DIMMER
LIST LIST
NEL NEL NEL
1 ABC 2 DEF 3 GHI 5 MNO 6 PQR 1 ABC 2 DEF 3 GHI 5 MNO 6 PQR
4 JKL DEAD 4 JKL
M/E ME ENGINE BRIDGE ESC ENT MAN
PAGE ESC ENT
SHT DWN SLD DOW ALARM ALARM SELECT UP
d
7 STU 8 VWX 9 YZ 0 space +/-# 7 STU 8 VWX 9 YZ 0 space +/-
ASSIST DUTY MAIN- REMOTE REDUCED UCS2100 ASSIST MAIN- CON- SET- PAGE
CALL TE- FIRE CTL FAIL RPM ALARMS CALL TE- STATUS TROL TINGS DOWN
NANCE NANCE
o lle
UMS 2100 BASIC ALARM PANEL
ALARM
ALARM
LIST
FIRE
STOP
HORN tr
FAULT
ALARM
ACKN.
on
ADD. DISPLAY ADJUST
CHAN- CHAN- S1 S2 S3 S4 DIMMER
LIST
NEL NEL
1 ABC 2 DEF 3 GHI 5 MNO 6 PQR

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

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

Operator Panels Accommodation Alarm Panels (AAP) Automatic Duty Call Announcement at the Alarm Panels
See illustration 6.1.1b Operator Panels The panel consists of the following features: When a duty engineer has been selected, a duty call is given when a new alarm
appears.
There are 3 types of panels available: • A two line LCD display with backlight
y
• Local Operator Panels (LOP) • A buzzer The call is announced on the panels at the following locations:
• Basic Alarm Panels (BAP) • An alarm LED • In the duty engineer’s cabin
op
• Accommodation Alarm Panels (AAP) • A keyboard • The public rooms
• Alarm group LEDs • On the bridge or Ships’ Control Centre, if ‘Unattended Engine
The main difference between the LOP and the other 2 panel types, is that the
Room’ is selected
LOP gives the operator access to the channels connected to the LOP only, not
the entire UMS 2100 system. LOP panels are fitted at system outstations. Basic Description of Features
The panels react in the following way:
C
The BAPs and AAPs are normally used at the following locations: • LCD display: • The buzzer flashes
• On the bridge (BAP only) Displays the numerical data • The alarm LED flashes
• In the ECR. The panel is used as a watch station (BAP only) • Buzzer: • The duty LED flashes
d
• In the public rooms (AAPs only) Draws the engineer’s attention to any new situation in the
UMS2100 The duty call is acknowledged in the following ways:
• In the engineers’ cabins (AAPs only)
• Alarm LED: • By pressing the ‘STOP HORN’ in the duty engineer’s cabin
lle
During the periods when the engine room is manned, the alarms are announced • By pressing the ‘STOP HORN’ on the BAP
Used for the indication of unacknowledged alarms
and acknowledged from the ECR BAP or the related LOP.
• Keyboard: • Acknowledging the alarm at the LOP
When the engine room is unmanned the AAPs enable the system to distribute Soft keys
the alarm announcement to the duty engineers’ cabin, the public rooms and When the duty call has been acknowledged the following occurs:
The functions of these keys are shown on the display
o
the bridge.
• All buzzers which have been started due to the duty call are
Cursor and select keys stopped
Local Operator Panels (LOP) Used for scrolling in lists and pointing at elements
The panel consists of the following features:
• A four line LCD display with backlight tr Function keys
Each key enables the operator to access a unique function or
• The duty LED stops flashing
All Engineers Call

on
• A buzzer mode in the UMS 2100
The call is announced on all the panels at the following locations:
• An alarm LED When one of the keys is pressed an LED on the key will be
illuminated • The public rooms
• A keyboard • On the bridge and in the Ships’ Control Centre
• Alarm Group LEDs:
These are able to display the status of ten different alarm groups • In all cabins
Basic Alarm Panels (BAP)
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via the group alarm LEDs • In the ECR

The panel consists of the following features:
• A four line LCD display with backlight Duty LED Function Note: When an ‘all engineers call’ is initiated, the buzzers cannot be stopped
• A buzzer locally. All of the buzzers sound until all the alarms have been acknowledged
This is used for the following purposes:
from the ECR watch station-BAP.
U
• An alarm LED • Indication that a duty engineer has been selected

• A keyboard • Indication that a duty call is unacknowledged
• Alarm group LEDs • Indication that a duty selection is in progress

Illustration 6.1.2a Sound Powered Telephone System
y
op
Bridge Main Console Ship’s Cargo Control Centre
Extension No.1 Extension No.6
C
d
Engine Control Room Cargo Hydraulic Power Pack Room
lle
PH-4004 Distribution Box 24V DC Relay Unit 24V DC
Main Engine Local
o
Manouvering Station
Extension No.3
tr
on
Pump Room - Top
Steering Gear Room
nc
Emergency Generator Room

Extension No.5
U
Pump Room - Tank Top

Extension No.8
Hazardous Area

6.1.2 Sound Powered Telephones e) After 20 minutes the speech time can be extended by turning the
call generator again.
Sound Powered Telephones f) By calling a station with a built in relay circuit for operating
y
external lamps and buzzers the relay is activated for about 20
Maker: Vingtor/Stento seconds.
op
An emergency telephone system is fitted on board to fulfil the demands for g) The alarm signal may be stopped at a time less than 20 seconds
emergency communication between vital positions around the vessel. This by pressing the ALARM STOP pushbutton located on the front
telephone system performs the same functions as traditional sound powered of the telephone.
telephones but instead of being sound powered, the system operates using a
low power consumption amplifier with a capacitor battery.
C
The system has units sited at strategic places and the units have the following
index call numbers:
1. Wheelhouse
2. Engine Control Room
d
3. Main Engine Side
4. Steering Gear Room
lle
5. Emergency Generator Room
6. Cargo Control Room
7. Hydraulic Power Pack Room
o
8. Ballast Pump Room (top)
9. Ballast Pump Room (bottom)
The telephones positioned at noisy areas are of the headset type with a voice
compensated microphone, these units are indentified in the illustration above.
These telephones also have an alarm bell and some are fitted with visual alert tr
on
lighting. This lighting is in the form of a rotating lamp for ‘safe’ areas or a
gastight/explosion proof beacon for hazardous areas.
Operating Procedure for the Emergency Telephone System
a) Set the station dial to the required extension.

nc
b) Turn the call generator until a loud beep tone is heard. This will
be after about 5 to 6 turns.
c) Lift off the handset, press the button in the handset and keep it
U
pressed during the whole conversation.
d) Communication is now possible with full power and without

distortion for a period of 20 minutes.

Illustration 6.1.3a Exchange Telephones

Corridor Upper Deck Corridor A Deck Corridor B Deck Corridor C Deck D Deck Bridge Bridge Spare Radio Pilot’s Bridge Wings
CAR-4T CAR-4T CAR-4T CAR-4T CAR-4T CAR-4T CAR-4T CAR-4T Main Console Alarm Console Officer Space Cabin Radio
VMP430/221 VMP430/221 VMP619 VMP619 VMP619 Station
y
VMP503PA
Speaker Network Radio Port Starboard
Cassette
2W 2W 2W 2W 2W 2W 2W 2W Telephones
op
CO2 Laundry Gymnasium Suez Room Stairway A Deck Stairway B Deck Stairway C Deck
Room Room Room CAR-4T CAR-4T CAR-4T CAR-4T CAR-4T CAR-4T C Deck Captains Captains Captains Chief Chief Chief Senior Senior
CW-4T CW-4T CW-4T CW-4T Bedroom Dayroom Office Engineers Engineers Engineers Officer(B) Officer(B)
VMP619 VMP619 VMP619 Bedroom Dayroom Office Bedroom Dayroom
C
VMP619 VMP619 VMP619 VMP619 VMP619
2W 2W 2W 2W 2W 2W
1W 1W 1W 1W
Senior Senior
d
JB
Officer(A) Officer(A) Conference Spare
ACM-48 Dayroom Bedroom Room Officer
Engine Room Steering Emergency Bow Telephones
VMP619 VMP619 VMP619 VMP619 Junior Junior Junior
Gear Generator Thruster
Integrated Officer (F) Officer (E) Officer (D)
lle
Room Room Room
Telephone/ VMP619 VMP619 VMP619
VML-15T VML-15T VML-15T VML-15T VML-15T VML-15T VML-15T
PA System
Speaker Network
Converter
10W 10W 10W 10W 10W 10W 10W
Room
o
JB JB JB JB JB JB JB JB Junior Junior Ship Ship Junor Officers Chief Chief
B Deck
Officer Officer Assistant Assistant Officer Smoke Crews Stewards Stewards
(C) (B) Room A Room B (A) Room Dayroom Bedroom Dayroom
Converter Dry Vegetable Mooring Deck Life Boat Bridge Wings Compass
Room Provisions Dairy Cen. Engine Deck VMP619 VMP619 VMP619 VMP619 VMP619 VMP619 VMP619 VMP619 VMP619
CW-4T
1W
Store
VML-15T
Store
VML-15T
Bow Aft
VML-15T VML-15T
Room
VML-15T
Port
tr
Starboard
VML-15T VML-15T
HP-30T
30W
on
10W 10W 5W 5W 5W 5W 5W
A Deck Ship’s Control Ship’s Control Duty Dining Steering Gear Room
JB JB JB JB JB JB JB JB
Centre Centre Galley Messroom Room Hospital
VMP430/221 VMP430/221 VMP503/211 VMP619 VMP619 VMP619 VMP530 Light
Telephones Upper Deck IRR 3
Crew (I) Crew (H) Crew (G) Crew (F) Crew (E) Crew (D) Crew (C) Crew (B) Crew (A) Gym Bell
nc
VMP619 VMP619 VMP619 VMP619 VMP619 VMP619 VMP619 VMP619 VMP619 VMP619
Engine Engine Engine Fore Aft

Control Room Side Workshop Deck Deck
U
IRR 3
To SAU1 VMP430/221 VMP530 VMP530 VMP530VHM VMP530VHM
Alarm
Panel
VMA-60 VMA-120
Amplifiers
Final Draft No.1. July 2008 Section 6.1.3/4/5 - Page 1 of 3

6.1.3 Exchange Telephones Main Features 6. Making and Receiving Calls in Privacy Mode
1. Programming Direct Access Keys Stations used in cabins and mess-rooms have ‘Privacy’ mode as standard. The
Integrated Communication System incoming calls will behave like normal telephone calls. All incoming calls
The main stations are equipped with direct access keys for rapidly establishing
will be indicated by a ringing tone. To accept a call press the M-key for open
y
connection to frequently used numbers.
Maker: Vingtor/Stento conversation or lift the handset for private conversation.
• Direct access keys are programmed on the actual station:
Type: ACM-48
op
• Dial 784 If the call is not accepted, it will automatically be cut off after 30 seconds
(default).
The automatic telephone system is part of the integrated communications • + wanted destination or function number
system. This system comprises the automatic telephones, the talkback system
and the public address system. • + actual direct access key. 7. Muting the Microphone
To mute the microphone during a conversation: Press and hold down digit 0.
The automatic telephone exchange is located in the converter room on D 2. Adjusting the Sound Level
C
Release the key to connect the microphone again. The red lamp is off when the
Deck. The exchange is a solid state electronic telephone switching system microphone is not connected.
Push or turn the volume control to required sound level. (The volume control
with integrated circuit components to ensure high quality transmission. The
regulates the listening level only.)
exchange to provides voice communication throughout the vessel. The cabin
and public area telephones have various facilities including auto-dialling. The 8. Inquiry Call
3. Initiating and Cancelling a Hands Free Call
d
system can also be used for multi-station conferences. It is possible to make an Inquiry Call to a third station without disconnecting.
To call another station:
The exchange is supplied by the 220V system and in the event of power failure, Press digit 2 to park the ongoing conversation, dial the third station’s number.
lle
from the 24V emergency battery charge/discharge system. Dial the number of the wanted station or, if the number is pre-programmed
press the Direct Access key. The parked station will hear a waiting tone. Switch between the two stations
The automatic telephones and stations can activate the public address system by pressing digit 2.
for paging purposes after entering an access code. When the call is connected in open mode, a warning tone is heard and the red
lamp lights on both stations. 9. Call Transfer
Telephones are situated in all officer and crew cabins, including separate
o
bedrooms, public rooms, galley, emergency generator room, ship’s control To end the call press the C-key. After having made an Inquiry Call to a station it is possible to connect the two
centre, engine control room and workshop, main engine manoeuvring station other stations (B and C) and disconnect your own station (A):
and engine room floor. Rotating lights and horns are activated when the engine
room telephones are accessed.
The connection arrangement of the entire integrated system is shown above in tr

4. Noisy Areas
If stations are in a areas with disturbing background noises, either party can
manually control the speech direction by:
Make an Inquiry Call to wanted station: press digit 2+ required station number.
To transfer the call press digit 3.
on
illustration 6.1.3a. • Pressing the M-key while speaking Only the person initiating the Inquiry Call can make the Call Transfer.
The different stations located around the ship are chosen to suit the conditions • Releasing the M-key while listening (Simplex)
Other Features
in that area. For example, waterproof handsfree units are fitted at the mooring
decks and are also housed in protective cabinets. These units are bulkhead To switch back to automatic direction switching (Duplex), press the M-key (See Manufacturer’s Manual)
mounted and are fitted with loudspeakers. briefly.
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1. Conference
The telephones used in cabins and public areas are VMP-619 models. These 5. Using the Handset for Telephone Conversations
can be used in handsfree or privacy mode. There is a built-in loudspeaker with Enter the conference channel by dialling the conference directory number. It is
a volume control. The phones have 10 direct access keys for frequently used To call another station: Lift the handset when the dialling tone is heard, dial possible to then listen to the conversation going on in the conference. Press the
numbers. the number to wanted station. M key to speak. To leave a conference, dial 820.
U
The 430, 503 and 530 stations can be used for telephone, talkback or public To end the conversation: Press the C-key or replace the handset.
2. Remote Set-up of Conference
address operations. Stations may be equipped with a handset or speaker and
It is possible to remotely set up a conference with individual stations or include
microphone arrangement.
a group of stations in a conference. The members can be prevented from
withdrawing. The initiator has full control of the conference.

3. Voice Paging 6.1.4 PUBLIC ADDRESS AND TALKBACK SYSTEM 6.1.5 Shipboard Management System
From any station it is possible to search for someone by making a general
call. These systems are incorporated in the integrated communication system The shipboard management system exists to ensure that the vessel is managed
described in the previous section, 6.1.3, Exchange Telephones. safely and efficiently.
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4. Voice Paging - Group Calls Where public address announcements are normally made, eg, the bridge, the Meetings are held at regular intervals to ensure all personnel are aware of the
A search for someone can be made from any station by making a general stations are fitted with gooseneck microphones and monitor loudspeakers. objectives of the system.
op
call.
Speakers are provided in the accommodation alleyways, public rooms, working Weekly meetings are held to discuss the vessel’s forthcoming operations
spaces and on deck. schedule, as well as mechanical or fabric maintenance due to be completed.
5. Answering a General Call or a Group Call
Dial 99 at the nearest station within one minute. Automatically connection is The public address system can be accessed from the automatic telephone A safety meeting is held each month, with a minimum of one meeting every
made to the station/person that initiated the call. system for paging purposes. 3 months.
C
The PA system amplifiers are fitted in the converter room on D Deck. From The object is to discuss safety at sea, prevention of human injury or loss of life
6. Search List
here the various speaker networks are supplied via two-wire system. and avoidance of damage to the marine environment and property.
Each station can have a pre-programmed search list. The list can include an
d
ordinary directory number, a group call number or a message to a pocket
pager.
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7. Automatic Search
The system can be set up so that the search list is automatically activated when
there is an absence message or after time-out for ringing tone.
o
8. Priority Calls
Each station is assigned a priority level. Calls will behave differently according
to the priority setting of the calling station.
9. Loud-hailing and Public Address (PA)

The system can be configured to distribute messages, group calls and audio
tr
on
programs via the integrated Public Address System.
To talk into the PA system, dial the directory number for the one way loud-
hailing or PA line, then press the M-key while speaking.
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10. Alarm Signal Distribution

General and fire alarms with top priority can be distributed through all the
system stations and PA loudspeakers. Display stations have a volume override
when an alarm signal is given.
U
11. Music Distribution

Dial 801 to access the music system, the volume is adjusted by moving the
slider up or down.

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Maersk Radiant Machinery Operating Manual

List of Contents Illustrations Illustrations

2.1 Main Engine and Propulsion Systems

2.2 Boilers and Steam Systems

Final Draft No.1. July 2008 Front Matter - Page 1 of 12

Engine Control Room, Console and Panels

2.13.10a Cathodic Protection System

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CH5 2NS, UK 2.2.1 General Description July 2008

E-Mail: manuals@wmtmarine.com 2.2.3 Sootblowers July 2008

with Engines Systems

Final Draft No.1. July 2008 Front Matter - Page 3 of 12

Fuel Oil and Diesel Oil Transfer

and Transfer System Text System

2.12.2a Emergency Diesel Generator Control July 2008

Final Draft No.1. July 2008 Front Matter - Page 4 of 12

3.2a Engine Control Room Console July 2008

4.2a CO2 Flooding System July 2008

5.1 Flooding in Engine Room July 2008

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Machinery Symbols and Colour Scheme

Screw Down Non-Return

Normally Open L.T. Cooling Water

Swing Check Non-Return Temperature Control Spectacle Flange Lubricating Oil

3-Way Wax Expansion Liquid Level Gauge

3-Way Cock (L-Type)

Marine Diesel Oil

Ball Valve Incorporating a

Quick-Closing Valve Bellows Type

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Electrical and Instrumentation Symbols

VCT Vacuum Transmitter

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Machinery Electric Motor Starter

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Machinery Electric Motor Starter

69 Jacket water preheater 1 CSSC Shell & tube

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Machinery Electric Motor Starter

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Fan Electric Motor Starter

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Ballast Pump Room LO Sump Tank Ballast Pump

Thruster Power Pack tr

Deck Seal Pumps

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Hydraulic Pump Room

Tank (Starboard) No.2

Main Engine LO Generator Engine No.2 HFO Main Engine LO Cooler

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Part 1:Operational Overview

Prepare the low temperature FW cooling systems.

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

Start the emergency generator. 2.12.2 2.13.4

Isolate sequential restart system.

Start the generator engine DO supply pump. 2.6.2

Start the sewage treatment plant. 2.14.5

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From Previous Page

Put the domestic FW system into operation. 2.14.1

The emergency generator is on standby.

Final Draft No.1. July 2008 Section 1 - Page 4 of 12

1.2 To Prepare Main Plant For 'In Port' Condition